http://dgcaquestionpapers.blogspot.

in
AME LICENCE EXAM OCT11
JET ENGINE
1. The fan rotational speed of a dal a!ial "o#pressor for$ard fan en%ine is so#e as
a. Low pressure compressor
&. 'or$ard tr&ine $heel
". (i%h pressre "o#pressor
). In a %as tr&ine en%ine "o#&stion o""rs at "onstant
a. *ol#e
b. Pressure
". +ensit,
-. (i%hest %as pressre in tr&o.et en%ine is
a. At otlet of tailpipe se"tion
&. At entran"e of tr&ine se"tion
c. At entrance of burner section
/. In dal a!ial flo$ or t$in spool "o#pressor s,ste# first sta%e tr&ine dri0es the
a. N1 and N) "o#pressor
b. N2 compressor
". N1 "o#pressor
1. 'ree tr&ine
a. Is independent of %as %enerator tr&ine and atta"hed to "o#pressor shaft
&. Atta"hed to %as %enerator tr&ine and independent of "o#pressor shaft
". Atta"hed to %as %enerator tr&ine and "o#pressor shaft
d. Independent of both gas generator turbine and compressor shaft.
2. An e!hast "one pla"ed aft of the tr&ine in a .et en%ine $ill "ase the pressre in the first part of
e!hast d"t to
a. Increase and velocity to decrease
&. In"rease and 0elo"it, to in"rease
". +e"rease and 0elo"it, to in"rease
3. 4hi"h state#ent is tre re%ardin% a5" en%ine proplsion6
a. An en%ine dri0en propeller i#part a relati0el, s#all a#ont of a""eleration to lar%e #ass of
air
&. Tr&o.et and tr&ofan en%ine i#part a relati0el, lar%e a#ont of a""eleration to s#all #ass
of air
". In #odern tr&ofan en%ine7 nearl, 189 of the e!hast %as ener%, is e!tra"ted &, tr&ine to
dri0e the propeller and "o#pressor $ith the rest pro0idin% e!hast thrst
d. Both A and B
:. 4here do stress rptre "ra";s sall, appear on tr&ine &lades
a. A""ess the &lade root7 parallel to fir tree
&. Alon% the leadin% ed%e7 parallel to the ed%e
c. Across the leading or trailing edge at a right angle to the edge length
<. 4hi"h tr&ine en%ine "o#pressor offers the %reatest ad0anta%e for &oth startin% fle!i&ilit, and
i#pro0ed hi%h altitde perfor#an"e
a. +al sta%e7 "entrif%al flo$
b. Split spool a!ial flow
". =in%le spool7 a!ial flo$
18. In a tr&ine en%ine $ith dal spool "o#pressor7 the lo$ speed "o#pressor
a. Al$a,s trn at the sa#e speed as the hi%h speed "o#pressor
&. Is "onne"ted dire"tl, to hi%h speed "o#pressor
c. See"s its own best operating speed
11. 4hat is the proper startin% se>en"e
a. I%nition7 starter7 fel
b. Starter ignition fuel
". =tarter7 fel7 i%nition
1). 4hat shold &e done initiall, if a tr&ine en%ine "at"hes fire $hen startin%
a. #urn off fuel and continuous cran"ing with starter
&. Continos en%ine start rotation and dis"har%e a fire e!tin%isher into inta;e
". Continos startin% atte#pt in order to &lo$ ot the fire
1-. =$irl t,pe fel no??le pro0ide
a. @ro0ide rapid &rnin%
&. (andle lar%e >antit, of fel
". (andle lar%e >antit, of air
d. All the above
1/. 4hat t,pe i%niter pl% is sed in the lo$ tension i%nition s,ste# of an air"raft tr&ofan en%ine
a. Lo$ 0olta%e7 hi%h a#pera%e %lo$ pl%
b. Self ioni$ing or shunted gap type plug
". Ae"essed srfa"e %ap pl%
11. 4hi"h of the follo$in% "an "ase fan &lade shin%lin% in a tr&ofan en%ine
i. En%ine o0er speed
ii. En%ine o0er te#peratre
iii. Lar%e7 rapid throttle #o0e#ents
i0. 'O+
a. 17)
&. 17)7-7/
c. %&
12. 4hi"h of the follo$in% is sed to #onitor the #e"hani"al inte%rit, of the tr&ines as $ell as to
"he"; the en%ine operatin% "ondition of tr&ine en%ine.
a. En%ine oil pressre
b. '!haust gas temperature
c. Engine pressre ratio
13. 4hi"h of the follo$in% fire dete"tion s,ste# ses heat in the nor#al testin% of the s,ste#
a. #hermocouple and Lindberg system
&. Biddee and 'en$al s,ste#
". Ther#o"ople and 'ene$al s,ste#
1:. 4hat is the prpose of last "han"e oil filter
a. To pre0ent da#a%e to the oil spra, no??le
b. #o filter the oil immediately before it enter the main bearing
". To assre a "lean sppl, of oil to the l&ri"ation s,ste#
1<. The prpose of relief 0al0e installed in the tan; 0entin% s,ste# of a tr&ine en%ine oil tan; is to
a. Prevent oil pump cavitations by maintaining a constant pressure on the oil pump inlet
&. Maintain internal tan; air pressre at the a#&ient at#ospheri" le0el re%ardless of altitde or
rate of "han%e in altitde
". Maintain positi0e internal pressre in oil tan; after shtdo$n to pre0ent oil p#p "a0itations
on the en%ine
)8. 4h, do tr&ine en%ine i%nition s,ste# re>ire hi%h ener%,
a. To i%nite the fel nder "ondition of hi%h altitde and hi%h te#peratre
&. Ce"ase the applied 0olta%e is #"h %reater
c. #o ignite fuel under condition of high altitude and low temperature
)1. The a"ti0e "learan"e "ontrol DACCE portion of an ECC aids tr&ine en%ine effi"ien", &,
a. Ad.stin% stator 0ane position a""ordin% to operatin% "ondition and po$er re>ire#ent
b. 'nsuring turbine blade to engine case clearance are "ept to minimum by controlling
case temperature
". Ato#ati"all, ad.stin% en%ine speed to #aintain a desired te#peratre
)). +rin% test7 #etal "hip dete"tor parti"les pla"ed in nitri" a"id7 %i0es &ri%ht %reen "olor the parti"le is
a. () or Bron$e
&. Tin
". Al#in#
d. Ma%nesi#
)-. Mar; the in"orre"t state#ent
a. @ropeller &ra;e se to stop $ind #illin% of feathered propeller and red"e ti#e for propeller
to "o#e rest after en%ine sht do$n
&. NT= s,ste# desi%ned to pre0ent e!"essi0e propeller dra%
c. #SS device which will provide manual feathering when armed during ta"e off
d. =afet, "oplin% is a safet, de0i"e &a;in% p the NT= s,ste#
)/. Cefore shtdo$n of the en%ine it is essential to rn the en%ine at ideal for fe$ #intes7 this is
#ainl, to
a. A0oid fire ha?ard
&. =ta&ili?e all para#eter
". As in D&E and #easre para#eters
d. Avoid thermal stresses
)1. The pit"h #o0e#ent of the propeller &lade "ontrolled a h,drali" ser0o piston7 the in"rease of oil
pressre in the ser0o #a;es the propeller &lade an%le to
a. Lo$ pit"h position
&. (i%h pit"h propeller
c. *un a low *P+
d. (i%h pit"h $ith hi%h A@M
)2. Tr&ofan en%ine ses TGT7 N) si%nal as a feed&a"; to re%late the fel flo$ thro%h a#plifier for
$hi"h t,pe of t,pe of N) sensor sed is
a. #acho , generator
&. =,n"hro t,pe
". Capa"itan"e t,pe
d. *aria&le rel"tan"e sed pro&e
)3. 4hen pt) pro&e is &lo";ed de to i"e for#ation then E@A %a%e $ill
a. -ver read
&. Fnder read
". Aead ?ero
d. Aead #a!i## on dial
):. En%ine fla#e ot lean
a. Is de to hi%h fel pressre7 at lo$ en%ine speed7 in hi%h altitde fli%ht
b. Is due to low fuel pressure at low engine speed in high altitude flight
". Is de to lo$ fel pressre at hi%h en%ine speed in hi%h altitde fli%ht
)<. (ot spot on a tale "one of a tr&ine en%ine are possi&le indi"ation of #alfn"tion fel no??le or
a. .aulty combustion chamber
&. 'alt, i%niter pl%
". I#properl, positioned tail "one
-8. 4hat #st &e after the fel "ontrol nit has &een repla"ed on a tr&ine en%ine
a. *e trim the engine
&. Ae"ali&rated the fel no??le
". 'el flo$ "he";
d. Coth A and C
-1. 4hi"h of the follo$in% is the tr&ine lti#ate li#itin% fa"tor of tr&ine en%ine operation
a. Co#pressor inlet te#peratre
b. #urbine inlet temperature
". Crner "an pressre
-). After #a.or o0erhal7 .et en%ine $as tested in the test "ell $hi"h of the follo$in% test is done at the
&e%innin% and end of the test
a. *i&ration sr0e,
&. (ot air lea; test
". En%ine po$er settin%
d. Co#pressor $or; line
--. Mar; the "orre"t state#ent in respe"t of starter %enerator
a. =tarter %enerator has t$o separate ar#atre
b. Starter generator has two field winding series field winding is used for high starting
tor/ue and shunt field winding for generator
". =tarter %enerator has three "onne"tion D A G shnt field "onne"tion7 C G ar#atre "onne"tion7
" G series field "onne"tionE
d. All the a&o0e
-/. Co#pressor da#a%e #a, "ase
a. En%ine 0i&rates at hi%h A@M
&. En%ine rp# hn% p drin% startin%
". (i%h oil pressre
d. Both A and B
-1. 4hen the airplane is in rest the thrst prod"e is
a. 0ross thrust
&. Net thrst
". Aa# dra%
d. Total thrst
-2. The effi"ien", $hi"h is pri#e fa"tor in %as tr&ine en%ine is
a. @roplsi0e effi"ien",
b. #hermal efficiency
". *ol#etri" effi"ien",
d. All the a&o0e
-3. Crlin% in tr&ine &lade tip
a. Not allo$ed
&. Allo$ed
c. Allowed provided no sharp bend on tip
d. Not allo$ed pro0ided no sharp &end on tip
-:. Alpha ran%e of the propeller a5" operation
a. Is the non %o0ernin% ran%e fro# re0erse position to the fli%ht ideal position
b. Is the governing range or flight range from 1flight idle2 to 1ta"e off2 position
". Is the %o0ernin% ran%e fro# ta;e off to fli%ht ideal position
d. Is the non %o0ernin% ran%e fli%ht ideal to ta;e off position
-<. En%ine has hi%h rp#7 EGT and fel flo$ $hen set to e!pe"ted EA@7 the pro&a&le "ase is
a. 'P* indicator faulty
&. EGT ot of ad.st#ent
". 'el "ontrol #a, &e defe"ti0e
/8. To operate *=* and IG* the h,drali" pressre re>ire#ent is fel &,
a. (,drali" s,ste#
&. @ne#ati" s,ste#
c. .uel system
/1. *aria&le rel"tan"e speed pro&e is sed to #easre
a. E@A
b. *P+
". EGT
d. *i&ration
/). In a!ial flo$ "o#pressor to #aintain "onstant 0elo"it,
a. *educe annulus area gradually from front to rear
&. Aotor H stator are arran%ed a!iall, and #aintainin% "onstant 0elo"it, to rear
". Len%th of &lade in"rease to$ards rear for #aintain 0elo"it, "onstant
/-. Thrst at inlet d"t is
a. 3irectly proportional to stagnation density
&. Indire"tl, proportional to sta%nation densit,
". Not proportional to sta%nation densit,
//. Ma!i## ener%, loss in "ase of tr&oprop
a. Propeller loss
&. Tr&ine loss
". Co#pressor loss
d. None
/1. Master "hip dete"tor is positioned
a. Co#&ined s"a0en%e line7 do$nstrea# of s"a0en%e filter
b. (ombined scavenge line upstream of scavenge filter
". Co#&ined pressre line7 do$nstrea# of pressre filter
d. Co#&ined pressre line7 pstrea# of pressre filter
/2. Ma.or parts for "oolin% re>ire#ent
a. 4P5IP structure
&. Aotor str"tre
". Cearin% spport str"tre
/3. The point $here fri"tion loss is e>al to a#&ient is ;no$n as
a. *am recovery point
&. Aa# loss point
". +"t effi"ien", ratio
d. Total re"o0er, point at "o#pressor inlet
/:. @roplsi0e effi"ien", is
a. 4or; $asted &, e!hast 5 $or; "o#pleted
&. 4or; "o#pleted 5 $or; $asted &, e!hast
". 4or; $asted G $or; "o#pleted 5 $or; "o#pleted
d. 4or; "o#pleted 5 $or; $asted G $or; "o#pleted
/<. @roplsi0e effi"ien", is #a!i## $hen
a. Aircraft speed is e/ual to e!haust velocity
&. Air"raft speed is e>al to inlet 0elo"it,
". Air"raft speed is #ore than e!hast 0elo"it,
d. E!hast 0elo"it, is #ore than air"raft speed
18. The i%niter pl% $hi"h is sli%htl, protrde inside "o#&stion "ha#&er for effi"ient spar; is
a. Constrained %ap t,pe
b. Annular type
". =elf ioni?in% t,pe
11. Mar; the "orre"t state#ent
*i&ration EGT '' =peed
a. *olta%e "rrent fre>en", +C plse
b. (urrent emf 3( pulse fre/uency
". Crrent +C plse e#f "rrent
d. Crrent e#f "rrent +C plse
1). +rin% inspe"tion tr&ine en%ine "o#ponent e!posed to hi%h te#peratre #a, onl, &e #ar;ed $ith
s"h #aterial as allo$ed &, #anfa"tre. These #aterials %enerall, in"lde
i. La,ot d,e ii. Co##er"ial felt tip #ar;er
iii 4a! or %rease pen"il i0. Chal;
0 Graphite lead pen"il
a. %2 6 &
&. 17- H /
". )7/ H 1
d. 17- H 1
1-. 4hi"h of the follo$in% are in"lde in a t,pi"al tr&ine en%ine i%nition s,ste#
i. T$o i%niter pl%
ii. T$o transfor#er
iii. T$o lo$ tension i%niter lead
i0. One e!"iter
0. T$o hi%h tension i%niter lead
a. 17) H -
&. 17) H /
c. %2 6 7
d. )7- H 1
1/. (o$ is air"raft ele"tri"al po$er for propeller dei"er s,ste# transferred fro# the en%ine to the
propeller h& asse#&l,
a. C, slip rin%s and se%#ent plates
b. By slip rings and brushes
". C, fle!i&le ele"tri"al "onne"tors
11. The pri#ar, prpose of a "ff on a propeller is to
a. +istri&te antiIi"in% flid
&. =tren%th the propeller
c. Increase the flow of cooling air to the engine nacelle
12. @ropeller &lade tra";in% is the pro"ess of deter#inin%
a. @lane of rotation of the propeller $ith respe"t to air"raft lon%itdinal a!is
&. That the &lade an%le are $ithin the spe"ified toleran"e of ea"h other
c. #he position of the tips of the propeller blade relative to each other
13. Anti siphonin% in oil s,ste# is a"hie0ed &,
a. 8ent in oil tan"
&. (i%hest pressre in the line 0ented to the oil tan;
". NA* in flo$ line
1:. 4hi"h is the nonIdesi%n fa"tor $hi"h affe"t the thrstJ
a. 4ei%ht of fel flo$
&. Tr&ine inlet te#peratre
c. Speed of the aircraft
d. =i?e of no??le area
1<. *aria&le %ide 0ane operatin% "hara"teristi" depends on
a. CI@ and en%ine speed
b. (I# and engine speed
". CIT H CI@
d. CIT7 CI@ HC+@
28. Tr&ine en%ine &ased on
a. Co,les la$
&. Charles la$
". Otto ","le
21. Tr&ofan en%ine flat rated to sea le0el standard da, pls 12
o
Cthen
a. In"rease in te#peratre &e,ond -)
o
C thrst de"rease
b. Increase in temperature beyond 9%
o
( thrust decreases
". In"rease in te#peratre &e,ond -)
o
C thrst in"reases
d. In"reases in te#peratre &e,ond -1
o
C thrst in"reases
2). =lphr in fel is ;ept to #ini## as
a. It is diffi"lt to re#o0e "o#pletel,
&. It is "o#pond "ase "orrosion
". It #i! $ith $ater to for# slphri" a"id and $ith o!,%en for#s slphri" dio!ide
d. All the above
2-. A "ontinos loop fire dete"tor is $hat t,pe of dete"tor
a. =pot dete"tor
b. -verheat detector
". Aate of te#peratre rise dete"tor
2/. There are t$o t,pe of thrst re0erse of thrst re0erse
a. Cla#shell and &";et t,pe
&. Cas"ade and &";et t,pe
c. Aerodynamic bloc"age and mechanical bloc"age
21. 4hi"h ter# is sed to des"ri&e a per#anent and "#lati0e defor#ation of the tr&ine &lade of a
tr&o.et en%ine
a. =tret"h
&. +istortion
c. (reep
d. Cra";
22. +rin% tri##in% e!"essi0e $ind in tailpipe dire"tion "an "ase
a. 'alse hi%h E@A
b. As in :a; cause low trim
". 'alse lo$ E@A
d. As in D"E "ase hi%h tri#
23. An en%ine tri# "r0e is sed for tri##in% an en%ine in the flid
a. Fp tri# an en%ine to "o#pensate for inlet d"t loss and air &leed loss
b. #o compensate for any thrust deterioration which might result from accumulate
deposited of dirt or scale on the compressor blade
". Coth DaE and D&E
d. +o$n tri# en%ine to &rin% EGT $ithin li#its
2:. Mar; the "orre"t state#ent
a. Co#&stion fla#e ot o""rs at hi%h air 0elo"it,
&. Lean die ot o""rs de to slo$ air 0elo"it, at lo$ altitde
c. Slow air velocity cause flame out at high altitude and as in :a;
d. All the a&o0e
2<. 'eatres of "ontrolled diffsion airfoil in %as tr&ine en%ine
a. =harp leadin% ed%e and trailin% ed%e
&. Fsed onl, in "o#pressor
c. Permit higher mach number without loss in efficiency
d. All the a&o0e
38. E@A indi"ator is a dire"t indi"ation of
a. 'ngine thrust being produced
&. @ressre ration &et$een the front and aft end of "o#pressor
". Aatio of en%ine rp# to "o#pressor pressre
31. A fel or oil fire is defined as
a. Class A fire
b. (lass B fire
". Class C fire
d. Class + fire
3). =o#e tr&o.et en%ine is e>ipped $ith t$o spool or split spool "o#pressor. 4hen there en%ine are
operated at hi%h altitde
a. Lo$ pressre rotor $ill in"rease in speed as the "o#pressor load de"reases in the lo$er
densit, air
&. Lo$ pressre "o#pressor see;s its o$n &est operatin% speed
". Throttle #st &e related to pre0ent o0er speedin% of the hi%h pressre rotor de to lo$er
densit, air
d. Both :A; and :B; are correct
3-. A tr&oprop en%ine prod"es )18l& of .et thrst $ith ratin% of 188=(@ and 8.2 E=(@7 then fel flo$
is
a. <7=
&. 288
". 228
d. :28
3/. Cearin% load "an "ontrol &,
a. Oil da#pened fil#
&. Fsin% &earin%
c. Position the sealing element around the compressor and turbine
31. =tartin% se>en"e of %as tr&ine en%ine
i. A@F po$er
ii. @o$er le0er idle position
iii. Conne"t ele"tri"al po$er
i0. =$it"h on fel p#p
0. =tart s$it"h on
a. 17)7-7/71
b. %9&27
". -717)7/71
32. (o$ is the fire e!tin%isher a%ent distri&ted in the en%ine se"tion
a. C, spra, no??le H flid
&. C, nitro%en pressre H slin%er rin%s
c. By spray no$$le 6 perforated turbine
33. O0er speedin% of en%ine is "ontrolled &,
a. +edi"ated o0er speed prote"tion
&. =$it"h fro# "o";pit
". 'ro# @A=O*
3:. In 'COC
a. 'el pressre is hi%her than oil pressre
b. -il pressure is "ept high to avoid mi!ing of fuel into oil
". Coth of the# are at e>al pressre
3<. T,pi"al a""essories for %as tr&ine en%ine are
a. Oil p#p7 fel p#p7 alternator
b. -il pump fuel pump alternator breather starter
". Alternator7 in0ertors7 'CF7 starter
d. Motor7 %enerator7 oil p#p7 'CF
:8. Aotators
a. 4and cran"ing of the engine during testing
:1. @A=O*
a. -ften "nown as 4PS-8 :high pressure shut off valve; located downstream of the fuel
metering valve to maintain a minimum 4P pressure rise at low flow
:). Oil te#peratre %a%e is installed
a. -il inlet line
&. Oil otlet line
". Oil "ooler
:-. Ad0anta%e of tr&ine en%ine o0er piston en%ine
a. In .et en%ine the $hole a#ont of air "ons#e is sed for "o#&stion
&. @iston en%ine is #ore e!pensi0e than .et en%ine
c. >et engine power produced is continuous instead of intermittent
d. All the a&o0e
:/. Internal air s,ste# is sed for
a. (ooling scaling and controlling bearing load
:1. =n&&ers in fan &lades
a. 'or da#pin% the 0i&ration
&. =pport the &lade a%ainst &earin% for"e
c. All the above
:2. A""essor, %ear&o! is hosed near I@ sta%e
a. #o reduce the length of beveled gear shaft
:3. Coolin% is re>ired for
a. 4P turbine N08 seal
&. (@ "o#pressor7 (@ tr&ine
". L@ tr&ine7 NG*7 L@ "o#pressor
::. The fn"tion of &reather s& s,ste# is to
a. Ae#o0e air fro# the &earin% "o#part#ent
&. =eparate the &reather air fro# the oil
". *ent the air o0er&oard
d. All the above
:<. One fn"tion of no??le diaphra%# in tr&ine en%ine is to
a. +e"ease the 0elo"it, of e!hast %as
&. Center the fel spra, in "o#&stion "ha#&er
c. 3irect the flow of gases to stri"e the turbine blades at the desired angle
<8. A@F shtdo$n ato#ati"all,
a. Lo$ oil pressre
&. O0er speed
". (i%h oil te#peratre
d. All the above
<1. (ot strea;in% in tr&ine en%ine is de to
a. Partially clogged fuel no$$le
&. Misali%n#ent "o#&stion liner
". Fne0en &rner "an "oolin%
d. E!"essi0e fel flo$
<). +rin% dr, #otorin% $hi"h shold &e on position
a. .uel boost pump
&. 'el sht off 0al0e
". I%nition s$it"h
d. Generator
<-. If the tr&ine en%ine is na&le to rea"h ta;e off E@A &efore its EGT li#its is rea"hed7 this is an
indi"ation that the
a. 'el "ontrol #st &e repla"ed
&. EGT "ontrolled is ot of ad.st#ent
c. (ompressor may be contaminated or damaged
</. The "ondition sall, o""rs drin% 0er, fast en%ine a""eleration $hi"h an o0er ri"h #i!tre is
present "asin% "o#&stion pressre in"rease ntil "o#pressor sta%nates
a. 'la#e ot DleanE
b. .lame out :rich;
". Co#&stor insta&ilit,
d. Coth DAE and DCE
<1. MTC= re%ardin% $ater in.e"tion in "o#&stion "ha#&er
a. In.e"tion of $ater into "o#&stion "ha#&er in"reases the #ass flo$ thro%h ot en%ine
b. Pressure and temp drop across turbine so that pressure in tailpipe increase
". It in"reases "o#&stion "ha#&er life
d. All the a&o0e
http://dgcaquestionpapers.blogspot.in http://dgcaquestionpapers.blogspot.in http://dgcaquestionp
apers.blogspot.in http://dgcaquestionpapers.blogspot.in http://dgcaquestionpapers.blogspot.in http
://dgcaquestionpapers.blogspot.in