Book 3573

- (Yo/r /L' \~'c'cfCJt;(JJ(t'i
--,
() Jl:I:IC:IA:~T SYs--TI!-M~S
~.... ,..:,~ ..~~..
w ~ w . . . . -.:~:.~
(-
TO LifT TO RIGHT
ACPACK ACPACK
(',
8737 NG
r-,
\ I PNEUMATIC DUCT
PRESSURE
DUCT
PRESSURE
SYSTEM TRANSMITTER TRANSMITTER
r)
(; WING
COWL ANn·ICE COWL
C)
c-,
('-
C':
(,
() 11 12
ENGINE APU ENGINE
C)
Alternator
c control unit
-~----
Low volt out

To fuel quantity indicators
To Dashing beacon
To pitot heat
To radio cooling fan
To strobe Hghts
( )
- - _ _ To landing and taxi lights
To ignition switCh
To wing flap system
C\
(~! To red doorpost maplight
To low-\/Oitage warning light
To instrument, radio, compass
and post lights
To oil temperature gauge
\ To turn coordinator
To low-vacuum warning light
c • ••• ~t';~~c~~~~~~Jo
To white doorpost light
("·
To audio muting relay
- - -~ To control wheel map light
To navigation lights
To dome light
To radio
To radio
~-
T ... •-..a; ... .-.. • - -... ---..a . . .
CCIJIP)tto MIHJOO. DOlUJMU

I
'---
(S1DB71MMSXO>,B7UUB
\
H't DP-AtYL-.1-Cc;,. /Yl (.V yy \.JL/ \..!A-J(_JO , ' , .I ~ .........--.__)-
'-!
NC!>o-(> - w hlf t s k_re_r-. l ~ , b-.s ct 1-4_ v, L rv Y\d 1'v"fj Cnea~ g) F Cotp~.
1
(~
(" f}f}'tf/WMlWfJJJrt ~W~Ilti¥fl

(
PASCAL'S LAW.
( "If a force is applied to a liquid in a confined space, then this force will be felt equally in all
directions".
(
BRAMAH'S PRESS.
(
a) the smaller the area under load, the greater the pressure generated.
( b) the larger the area under pressure, the greater will be the load available..
( The ideal properties of a hydraulic fluid are:

a) be relatively incompressible, i.e. up to 27.6 MN/m2 (276 Bar), so ensuring ins
(
operation.
b) have good lubricating properties/or metal and rubber.
c c) have good viscosity with a high boiling point (helps prevent vapour 18'!:1cilla and
( cavitation) and low freezing point e.g. temperature range +80°C to
d) have a flash point above 100 o C.
(
e) be non-flammable.
I.
I.
f) be chemically inert.
g) be resistant to evaporation.
h) have freedom from sludging and foaming.
i) have good storage properties.
BASIC SYSTEM
There are six main components com
~ A reservoir of oil, which oil to the pump and receives oil from the actuators.
~ A pump, either hand r electrically driven.
~ A selector or cont. , enabling the operator to select the direction of the flow
ofFiuid to the r service and providing a return path for the oil to the
~ "'(_ <D -P~ h lf ofrrc1 u I' { f-D
~ t of jacks or actu-ators, to actuate the component. · CJDhv · \J
~ ~the fluid clean. I i 1/\,fO!r< '('· &r cY'.
~ e, as a safety device to relieve excess pressure. bCYC. fL f-o ~ve>. 'IS:"
~~0J'rf ~ co_sJ-e H\ ~ ";j II f- A ~ .

~
.. The main advantage of this system is that it is simple, the main disadvantage is that
only one service can be operated at a time.
~ The relief valve will relieve excess pressure if the selector does not return to its
neutral position.
SAHIL KHURANA
SEC-7, DWARKA, NEW DELHI-75
09871866290
2
)>- This type of system is popular in many light aircraft which do not require a constant
pressure to be maintained all the time as only items like landing gear and flaps will
( be powered for short periods of time each flight.
( CLOSED CENTER SYSTEM
(
---:f,.,..e>v,'I"W, CO~N>t_ ~n_w;e/. eJ
PRESSURE
FILTER
P)(. f IJ'i'l\ WV'J.~ pl...!•r-Ap
' ' HI~·~ lv£ltrW~CCUMULATOR
( I\'"'. IV' C)
Ce>~v'-t,-.t-~ \1\jJ('(ZTl) /,·( f'>'- ,ACTUATOR

l V\ \-0 l {/I€J).rr" -rr([) hV"\ Cr< ,rf"-(!. CM•/\ ,·c_
)>- With this type of system, operati~sure is maintained in that part of the system
which leads to the selector vai.Mes, some method is used to prevent over-loading
~a fixed volume pump (constant delivery) an
, to divert pump output to the reservoir when
""R E...S ~-f<- v v~~

l.EMERGENCY SUPPLY IS TAKEN FROM THE
BOTTOM OF THE RESERVOIR
2.STACK PIPE EVEN IF THE LEVEL DROPS
BELOW MIN LEVEL STACK PIPE KEEPS ITS
OWN RESERVE
3.FINS AND BAFFLES- TO PREVENT
SWIRLING AND SURGING OF FLUIDS IN A
TURNING FLIGHT
4.DE-AERATOR TRAY- REMOVES ANY
DISSOLVED GASES FROM THE RETURNING
FLUID
S.WORKING FLUID LEVEL IS LOWER THAN
FLUID LEVEL WITH SYSTEM SWITCHED OFF
G. VENT PREVENTS CREATION OF PARTIAL
to..
eonn(!c<lon Hand Pump Supply 1o EOP.
VACUUM IN THE TANK
$tid Emergency &lpJ>o/
SAHIL KHURANA
09871866290
(.
(--,
3
RESERVOIRS
(
A reservoir provides both storage space for the system fluid, and sufficient air space to allow
for any variations of fluid in the system which may be caused by:
(- • Jack (actuator) ram displacement, since the capacity of the jack is less when
contracted than extended.
( • Thermal expansion, since the volume of oil increases with temperature.
• It provides a head of fluid for the pump.
(
(?t'i It compensates for small leaks.
( • Most reservoirs are pressurised, to provide a positive fluid pressure at the pu
inlet, and to prevent air bubbles from forming in the fluid at high altitude.
;;t • . Air pressure is normally supplied from the compressor section of the en.
c cabin pressurisation system.
(_I
PUMPS
c Draw oil from the reservoir and deliver a supply of fluid to the syst
( a) Hand Operated (_
B) Engine Driven ... ~ \~!'if! t:\)'f'll~
C) Electric Motor Driven .
D) Pneumatically (Air Turbine Motor) (ATM)
( i
E) Ram Air Turbine (RAT) ~.~ -
( F) Hydraulically (Hyd. Motor Driving A Hyd. Pump) ~?:"'nAsA Power Transfer Unit Or PTD.~
In Most Cases The ATM, RAT Or PTU Is Use_ df.GJl£pvide An Alternate Supply As Part 0/The
c Redundancy Provision For The Safe Ope!f2~iffJ/The Aircraft.
Engine driven pumps (EDP) or elec

1. Constant Delivery (""a
_..J, 0//Y.
'-.)
S r Uf'
'/
;@vmf C?C Rf/1

(
-:r r ~Cf"!P~ f}(CJI/
(
.
I.
This pump supplies fluid at a constant rate and therefore needs an automatic cut-out or
relief valve to return the fluid to the reservoir when the jacks have reached the end of their
travel, and when the system is not operating, it requires an idling circuit.
SAHIL KHURANA
09871866290
[) (\ e ~f{ ''0-~ s ~d f:CY([)u('•" , ~C)! 0-Lb I') ~ lU Y\_
~! vr--> -·- -- --~---'-"--- ~ '-" ~-- ,_ ~ '<...] -~
w ~_p '(\ 0 1 "Qp / (J QJ C-- s. ())C£-1 h p lr:Y k r3::, KJ1 0 j'!l

1
hA e__ pre.):r u: v{
-r .-- up '-._)
' "'-, - r l ( 0( ':<'I ·.rl-
~~(', '
. _I ·rr \ . 4
b (~' ~ / -
C>
(
INLET
(
c
c
IJI -· .
( YOKE OR 'Y CASE CONTR
SWASH PLATE pRA.IN r. PIST~
b:JC~(I()r"v& N'lfl\prJ!
A-c::r t'ct r Purv'l'f CC'C<I(_
C OY1d 1'hb-A 6JQ- 2~
dfl-or'r:, p,·r~f-('O•>'!,h~~
(
Constant Pressure (Variable Volume} Pump- This pump sup~-~~~~d at a variable volume
and controls its own pressure, this type of pump is typicall~d m modern aircraft whose
c
systems operate at 3,000-4,000 psi .. IT IS GOVERENE~~E CONTROL PISTON
AUTOMATIC CUT OUT VALVES (ACOV)
I
c
ISTON
TO SYSTEM
I\
p!omatic cut-out valve {ACOV) is fitted to a system employing a constant delivery (fixed
volume) pump, to control system pressure and to provide the pump with an idling circuit
when no services have been selected.
An ACCUMULATOR is fitted as part of the power system when a cut out is fitted, since any
slight leakage through components, or from the system, would result in frequent operation
of the cut-out, and frequent loading and unloading of the pump. The accumulator maintains
the system pressure when the pump is in its 'cut out' position.
SAHIL KHURANA
09871866290
5
\ .
! (
The automatic cut-out valve in its 'cut in 'position allows the delivery from the pump to pass
through the non return valve and pressurise the system. When system pressure has been
reached the piston is forced upwards by the pressure acting underneath it and opens the
c poppet valve allowing the output of the pump to pass to the reservoir at low pressure. The
,·
(
ACOV is now in its 'cut out' position allowing the pump to be offloaded but still maintaining a
lubricating and cooling flow.
\.
The Ram Air Turbine, or RAT, is designed to give limited hydraulic power to the primary
services in the event the normal hydraulic power generation system fails shows the RAT
( which consists of a variable pitch propeller driving a small hydraulic pump via a gearb
When not in use, the RAT is held in a bay, which is normallytcated in the unde
aircraft, by main system pressure. When stowed, the RAT's propeller blades
c.· feathered position.
i (
RAT provides services to
\.
1. Flight Controls/? 3~ b-f.,J
\ '
'· 2.~
3.~
('
!
''
' l
(, PYJ·~Cj fo'((' ~ 7 o s;, <-~ PP I >P~I/if r k furN)f

0 v·liiJ. 1£ 0-{>Dffe. (('lord
Ana
\, a) to S'rg,¢ hydraulic fluid under pressure.
~to ~am pen pressure fluctuations.
\. \. cl\o allow for thermal expansion.
(_ d) to provide an emergency supply of fluid to the system in the event of pump failure.
e) to prolong the period between cut-out and cut-in time of the ACOV and so reduce the
wear on the pump.
f) provides the initial fluid when a selection is made and the pump is cut-out.
l The gas side of the accumulator is charged to predetermined pressure with air and Nitrogen
SAHIL KHURANA
c
09871866290
(
6
~ncorrect pre-cha~e pressure of the main acc~mulator can ca~se th. e. ACOV to cut in and out
r ~ ~~o frequently. \.__.S ~'dfvn ~~ <Af?it_ 4 u Cfvtrt ba.,J (}'\_to{ <¥(:) o"' v-0{ 1 )
This may cause rapid fluctuations of system pressure which can be felt and heard as
l.
'hammering' in the system.
r The initial gas charge of the accumulator is greater than the pressure required to operate
any service, and the fluid volume is usually sufficiently large to operate any service once ..
Gas is compressed until it equalises the normal system pressure.
HYDRAULIC LOCK
).ltwhen fluid is trapped between the piston of the jack and a non-return valve, a "hydrau.
lock" is said to be formed. Because the fluid is incompressible and is unable to flow t~
(
the system, THE PISTON CANNOT MOVE even if a load is applied to it and is the.or!(ocked
( in its position.
(,
y~~~§'
\.l -
/r-"'_...,._--=--'>_...t"""['.JO.JIF3'--...::::~~ ...
PRESSURE CONTROL"
(
.BAL_L . ~IY.P.E._BE_LlE.F.YALY.E
1.·
{.Relief valves for:

All act as safety devices to reliev pressure in the system back to reservoir
? Pressure Maintaining Valv1 ssure maintaining valve, or priority valve, is basically a

relief valve which maint pressure in a primary service at a value suitable for
v~ardless of secondary service requirements.
t~~ary r{OI~, L ~ d
·Supply
F10J ~-'~ ~ cQ)"' ~----.v\
£--rct!B
PriotityVafve Seate(f fiioril:y Valve l.fn-:-seated
C tAJs. -o(--f- ~ (__( o~ sf IY v ..- r c2, u0 r.-i' "" So _.:J 0 ff 1/'1\ fYe)-.J vr ro{
, '> ~o~t-.
SAHIL KHURANA
09871866290
~·.
7
e
~FLOW CONTROL VALVES
C The components described in this paragraph are used to control the flow of fluid to the
_ various services operated by the hydraulic system.
( · . C0'1! \io\.!> dr~ ~) Non-return Valves- The most common device used to control the flow of fluid is the
CJ 1,. f..CcvV', non-return valve, which permits full flow in one direction, but blocks flow in the _
t.tJ opposite direction. Simple ball-type non-return valves are included fV\ \, t-
~l)V'I hi:{s, -6CJ1' b) Restrictor Valves (or choke).
C) rr- t-w \A) •
(
(
JIA restrictor valve may be similar in construction to a non-retur , Hut a restrictor
( valve is designed to permit limited flow in one direction and win the other
direction THIS REGULATED CONTROL IS NEED IN OPERATI OF. NDING GEAR AND
FALPS ALLOWING A DELAY IN TIME u CQ h-o"' ~~~ "'Q e ~....,,(_ fvv CJ'.G/Iv{ ~.
(
. ---Li f lO<JY~· ~" (})
~~Shuttle Valves)(rhese are often used in landing gear~~ltf_e~systems, to enable an
( alternate system to operate the same actuators as t . ~r~al system. When normal system
pressure is lost and the al~ernate system is se/ecte~ uttle valve moves across because
of the pressure difference, blocking the norma/line ~d allowing the alternate supply to 1 t. 4
operate the b~ t>-. ~1 rM!YI v<...oJ I ~~ ~ f tfc N:O!
r(\/2: "\ r elf
A.
' ' .,,,_. hv Yfl (!t•

(
0
1 ~ CA ) I ~ u.J 01 t/-erJ'f'f}/.
s t!ff ~ Cv S, CJ.rr>t_
cut2~~.
~fuses,w. se increased flow rate are fitted upstream of components that

could be a oote saurce o{an external leak. Under normal conditions, the piston is held
( "'"'Combination of fluid pressure and spring force.
ownstream o{the {use, a pressure differential occurs across the piston,
(
moving across and blocking the flow.

2hife tne service downstream of the fuse is lost, the other services supplied by the system
\ ~cltn serviceable.
(j~
SAHIL KHURANA
09871866290
(
8
.·"'""~'==="'' <4- ems.aurililrul..Aic

{Positive liquid supply at pump
inlet. prevents air bubbles
in liquid at high alUtudo)
Contents
Flight deck gauge ('.) Allows lor variations of liquid
{Jack Ram Displacement • Thermal Expansion
& Accumulator liquid charge)
. ..B!!Htll.q!r
Storage space for liquid
Head or liquid tor pump () Flight deck gauge
Compensates for smaU leaks Temperature
(Shuts-off liquid supply to pump
in the event of an engine fire.
Supply to Emergency ' ..... ·:::-o;.~ · . Operated by FIRE HANDLE
System
(a) Hand (Double Acting)

(b) Engine Driven
(c) Electric (D.C. or A. C.)
(d) Pneumatic (Air Turbine) IYPE.S...QE_PJJ.Me
c (e) Ram Air
(f) Hydraulic
(HYRA T)
(Pump & Motor)
( (liquid) Pr~~!'ure
Flight deck gauge ,_J
(Reduces pump wear •

and liquid overheating)
Separator (Closes and stops flow When

(Seals between gas & liquid) inlet pressure is less than
ouUot pressure)
Another
···Hydraulic
I.
l (a) Stores liquid under pressure System
(b) Damps out pressure fluctuations
"Hammering"
(c) Allows thermal expansion
(d) Provides emergency supply of liq
w·
(e) Provides inH'ialliquld supply
selection made
( (f) Prolongs period between cu· To
cut-out of ACOV {If fitted System ... .....
Figure 1-26
1. IC SYSTEM IS AOIVATED BY EDP OR ELEORIC PUMP

LIC OIL FOR JET ENGINE IS SYNTHETIC OIL (SKYDROL) PURPLE IN COLOUR
ULIC PRESSURE- 3000-4000 P.S.I
..
4.
5. HYDRAULIC FUSE SENSE RATE OF FLOW AND VOLUME OF FLOW
6. FLOW CONTROL VALVES CONTROLS DIRECfiON OF FLOW AND RATE OF FLOW
7. HYDRAULIC MOTOR CONVERTS FLUID PRESSURE TO ROTATORY MOTION
8. SEAL MATERIAL AND FLUID SHOULD ALWAYS BE THE SAME
9. NEOPRENE RUBBER SEAL FOR DEF STAN 91-48 (MINERAL OIL AND RED IN COLOUR)
10. BUTYL SEAL FOR SKYDROL PURPLE IN COLOUR
SAHIL KHURANA
09871866290
. (
1
9
(~
( 4-~' 2.1 Psr

( ....ve. ~V\.IADlrecl ~ eI,·e} VCilve
(
SJJe,f:j WI~ .... . . ·.·

(
(- Pressuri sed areas •. ·.-• --,

Cockpit & Fwd/Aft cabins Radome
(
Fwd/Aft cargo holds Nose u/c bay
Centre section torq
(.
Main u/c bay
( Tail cone
c
CABIN AMBIENT PRESSURE
The external ambient conditions at 8000 ft.
The temperature ofthe cabin needs to be
The pressure within the cabin must be mai ed at 10.92 psi or higher, which
is referred to as cabin ambient.
An increase in cabin ambient pre elates to a decrease in cabin altitude
and an increase in cabin alti elates to a decrease in cabin ambient
.....
pressure.
c lfan aircraft is flying ~t~O ft. the ambient air pressure around the aircraft
is 2.7 psi. The diff~r~~rbetween the two pressures (10.92- 2.7) is 8.22 psi,
giving a pressure o~ pounds per square inch. This may not seem much, but
this pressur:~ential creates the hoop and axial loads in the fuselage
skins.
The ~mum differential, or max diff, as it is also referred to, is determined

y t~e aircraft's structural strength.
Fbr air transport aircraft, this is currently considered between 7 to 9 p.s.i
Of course in reality, some aircraft exceed this. With new materials and building
systems, the max diff of aircraft will continue to rise. Existing aircraft could
have been built with higher max diffs using existing materials but there would
have been unacceptable weight penalties.
SAHIL KHURANA
09871866290
(
(
10
(
From the point of view of the cabin structure, the greater the max diff, the
(
higher the aircraft can fly while maintaining sea level conditions in the cabin.
(
(
For example, if on·e aircraft has a max diff of 6.4 psi and another a max diff of
8.6 psi, the first aircraft would be able to fly at a maximum of 15 000 ft and
maintain sea level conditions, whereas the second aircraft would be able to
maintain sea level cabin pressure at·a maximum of 22 500ft.
(
NEGATIVE DIFFERENTIAL
Pressurised aircraft are designed to act as pressure containers, wit a
_j -
( . higher internal pressure than that of the surrounding atmosp ~ ey are
not designed to withstand higher atmospheric ambient conditio .... than cabin
ambient. If these conditions develop and are allowed to se, there is a
real danger of structural damage due to the crushing e bte pressure
differential.
' (
SAFETY
To protect the aircraft from structural dam~~ to excessive LP caused by
the failure of the normal pressure control ~m, two outward pressure relief
valves termed safety valves and tw~lrd pressure relief valves termed
inward relief valves are fitted.
(.
SYSTEM CONTROL. T~'

lied by having a constant mass flow of air
n varying the rate at which it is discharged to
(
nt mas~ flow of air is supplied by the air-conditioning
mas~tlow controller and is discharged to atmosphere by the
valves.
The ~~tion of these valves is governed by the pressure controller when in

~o,.matic control and by the flight crew when in manual.
**Closing the valve reduces the outflow and increases the pressure, opening
the valve increases the outflow and
I
reduces the pressure. During
.
the cruise the
outflow valves form a thrust recovery nozzle to regain lost thrust energy from
the cabin exhaust air. (DGCA)
SAHIL KHURANA
09871866290
11
SAFEGUARDS
(~
c INWARDS RELIEF VALVE

~~o( {:~rr. c:>tt1de (!)~V\ iMde.- - ef:jii(6? f;C;::;J-It;st~ clr-=:r..:l "G
(
gl SAFETY VALVE (Out
-
Flow relief value) A simple mechanical out~s
c pressure relief valve fitted to relieve positive pressure in lll..___~a n when the
( maximum pressure differential· allowed for the aircra~Vexceeded i.e
prevents the structural max. diff.- being exceeded. ~e will open if the
pressure rises to max. Diff. Plus 0.25psi.
(
mple mechanical inwards
(<
relief valve is fitted to prevent excessfve' e differential pressure which
will open if the pressure outside the aircra xceeds that inside the aircraft by
0.5 to 1.0 psi.
c) DUMP VALVE. A d~"'-~9,mponent1 the Dump Valve 1 will

I - c enable the crew to re he ~abin pressure to zero for emergency
depressurisation. ~ftf
0
~~ also be used as the air outlet during
manual operatio _ pressurisation system an aircraft fitted with
c pneumatic disc alves.
., .......... ~'E .. Addition some pressure controller~ are fitted with a

~tol which will close all the discharge valves to reduce the flow
to the cabin in the event of a forced landing on water. It helps
ton water due to air inside it.
~ ~11 OF CHANGE
The term rate of change~ or ROC1 is given to the value by which the cabin
altitude is allowed to ascend or descend. This is normally given in feet per
(
" minute or fpm. However1 ROC can also be used as rate of climb and ROD used
\ for rate of descent. The aircraft also has a rate of change.
SAHIL KHURANA
09871866290
r,_
(~
12
jl utot Aufv l
(
MAXJMUM.RATESOF CHANGE
t[ /vtwY1~
.24,000
14· (-":> lc?.~) -":> 16f"ti...
.2.0,000
( f'-'6L ~ lfcruo_' ..;-; /6yv,'w,
I I LH . 1/ • ! i .,.-r • I "'-14.~ ! f;----.__,.,...,.._....,...._4 .
(
r' ,
\,'
(,
0
('
16 20
Time hi MinuteS
( The maximum rate of ascent is 500 fpm and 300 fpm for descen
(: These rates have been determined by passenger comfort dl9e t
ear physiology.
CAI81"-- (ZoD .( CAo3~N RCJ(
(
i
\ SYSTEM OPERA T/ON
i (
The schematic arrangement of the pressurisati
; \, passenger transport aircraft.
INPUTS
The automatic controllers are du
'
static oressure sensin
system.tr.-.K...o ~ w;}tV)
If pre-pressurisation ~ ~the schedule then inputs will be required from

the thrust lever po~i)i~ ~nd the door warning system.
The cabin altitude~ol panel is generally be fitted to overhead panels on
the flight deck
odes of operation, auto {1 & 2) and manual with the outflow

electrically operated by either of the two AC motors under the
contnuJ>f the automatic controllers or by the DC motor for emergencY or
~nJ,Jal operation.
'
!
Selection of manual will lock out all normal automatic functions and enable the
outflow valve(s) to be positioned by the manual control-switch via the DC
motor. The pilot will set the controller to produce the required flight profile.
SAHIL KHURANA
09871866290
(
(-',
13
(-
Taxi. When the aircraft begins to taxi the pressurisation GROUNqfrUGHT

-- (
switch is selected to FLIGHT and the aircraft is pre-pressurised to a differential
c pressure of 0.1 psi. This ensures that the transition to pressurised flight will be
(
gradual and that there will be no surges of pressure on rotation and ingress of
fumes from engines etc~
( Take off and climb. As the aircraft takes off, the 'ground I air' logic system wi
signal the controller to switch to proportional control. The controller will s
(
ambient and cabin pressure and position the outflow valves to control th
(.
of change of cabin altitude in proportion to the rate of climb of th
(between 300 and 500 feet per minute).
(: Cruise. When cruise altitude is reached the controller will s;!

( CONTROL to maintain a constant differential pressure.
Once established in the cruise small changes in altit
will be accommodated without any change in cabi ure, however if the
( cruise altitude has to be increased significan the flight altitude
selection will have to be reset.
If the maximum differential pressure has b't(en reached the controller will not
allow any further increase in different~essure and the aircraft will now be
in Max. Diff. Control.
cement of the descent the controller will

trol and will give a cabin rate of descent of 300
iff. pressure of 0.1 psi on touchdown (airfield
l
With the ' air' lo ic s stem now in ground mode, changing the cabin
(
er GROUND/FLIGHT switch to GROUND will drive the outflow
ly open to equalise cabin and ambient pressures. And Max.
I to ZERO.
~ srtmmarise:- if the differential pressure is increasing the discharge valves are closing, if
~tiJ differential pressure is decreasing then the discharge valves are opening and if the
differential pressure is constant then, since the mass flow in is constant, the discharge valve
l r .. ' will not move. pd-<hrN ~ Of .e"'
SAHIL KHURANA
09871866290
r""·
14
(-
( The minimum indications required for a pressurisation svstellil'

(
a) Cabin Altimeter. This gauge reads cabin pressure b
( the equivalent altitude of the cabin.
b) Cabin Vertical Speed Indicator. This indicates\lhe rate at which the aircraft cabin is
climbing or descending.
c) Cabin Differential Pressure Gauge · dicates the difference in the absolute pressure
between the inside and outside o rcraft cabin and is generally calibrated in psi.
In the event of a malfunction ressure controller or outflow valve , this instrument
would indicate that the Saf es were controlling the cabin pressure at the Structural (
1fferential.
THE EVENT OF A PRESSURE FAILURE

:1:above msl, an audible and red visual flight deck warning occurs
0 ft, outflow valves drive shut automatically
00 ft, passenger oxygen masks deploy automatically to the half-hung position
(\_
SAHIL KHURANA
09871866290
(
15
(
AIRCRAFT PNEUMATIC SYSTEMS
(- A pneumatic system is fitted in most modem aircraft to supply some or all of the following aircraft
systems.
U f> £5:> C) f- B L E tf D lk :U<.
a) Air Conditioning.
( b) Pressurisation
c) Aerofoi/ and engine anti-icing
( d) Air turbine motors1 e.g. i) Engine starting ·ii) Hydraulic power iii) Thrust reverse
iv) Leading and trailing edge flap/slat operation
e) Pneumatic rams1 e.g. Thrust reverser actuation
f) Hydraulic reservoir and potable water tank pressurisation
( Most of these systems use high volume low pressure airflow bled from the comp
gas turbine engine, Other sources of supply are engine driven compressors or 1
power unit bleed air

(
ENGINE BLEED AIR SYSTEM.
Bleed Air is taken at two stages in the engine. WHY?
Because of the great variation of air output available from a (a~riline engine between idle
,.
I, and maximum rpm there is a need to maintain a reasone~ply of air during low rpm as
well as restricting excessive pressure when the engine\Xl,a~imum rpm. It is usual to tap
two pressure stages to maintain a reasonable pres~u~nd at all engine speeds.
~WING. AND_
~.-TAIL.UNIT
ANTI-ICING
STARTER
VALVE
""'"'-"~v'•;•,....,
~ .
1 ~·.··"""'""" PRE-COOLER
/ f.::'f "-,,1, CONTROL; VALVE
/FAN~----. . . .
r:~H.\ ··-~·~
\STAGe~~ I£EJ£ ·· '
\ . 9TH .·. j .. : ~
\.STAGE, ~' iJhl.
·;·:
. ..
..
. ·.
I ijl1
"" .·
\ -' ~GINE BLEED AIR APU
..... ~f'D0CpONTROLVAINE
\. "1 hwo-'-
&prj b\~d Q)_i( SAHIL KHURANA
.£.t-ell'
j •
3- ~ V\~~
W e V\3•v--t ~ &o·(~ SEC-7, DWARKA, NEW DELHI-75
ngs71866290
5-wfj, b\~id a.~"
c'~ (Af?O >AD\- ()}v(i t'~C( blC:
16
\
( Bleed air system with air being ducted from two stages of the
compressor, a low pressure (LP) stage and a higher pressure (HP) stage.
c
The two sources are combined together at the High Pressure Shut-Off Valve (HPSOV). This valve is
(
pressure sensitive and pneumatically operated and is open when there is insufficient air pressure
(
from the LP system to maintain the required flow. As the engine speeds up the LP air pressure will
increase until it closes the high pressure shut-off valve so tha~n all normal stages of flight, bleed air
( will come from the LP stages. .
The high pressure shut-off valves are designed to open relatively slowly on engine start up
air conditioning is selected to minimise the possibility of a surge of air pressure. The
designed to close very quickly to prevent an ingress of fumes or fire to the cabin in th
engine fire.
( *'"he bleed air control valve is the separation point between the engine and th
manifold and allows the bleed air to enter the pneumatic system and is conti!(.I!S11tllectricallv from
(. the flight deck.
( **Non-return valves (NR't) are installed in the LP stage ducts to pr

stages of the engine when the high pressure shut-off valve is op
c
Most multi-engine aircraft also keep the supplying engines separate with each engine
supplying its own user services. These are kept indepe ISOLATION VALVES which are
normally closed but which may be opened if an engine is lost to feed the other side's services.
The system will also be fitted with safety devi vent damage to the supply ducting due to
over pressure or overheat.
! (
ressure shut-off valve and a pressure relief valve is
If the over pressure persist bleeds high pressure shut-off valve opening pressure and
forces the valve to close.
b) OVERHEAT
itch downstream of the bleed air control valve will close the valve if the
d over pressure conditions will be indicated to the pilots by warning lights. If an

ence took place, the bleed valve switch would be selected 'OFF' and the isolation
valve to restore the lost system.
A..ac;.I~PRINCIPLES OF AIRCRAFT AIR CONDITIONING

\ ~ircraft are going to be operated at different flight levels in different temperature zones around
the world, the aircraft's air conditioning system must be capable of taking extremely cold air and
warming it, or extremely hot humid air and cooling and dehumidifying it.
SAHIL KHURANA
09871866290
17
('
REQUIREMENTS OF AIR CONDITIONING SYSTEM
(--,
1) Provision of fresh air-Fresh air must be provided at a rate of lib per seat per minute in
normal circumstances, or at not less than 0.5 lb following a failure of any part of the
(
duplicated air-conditioning system
2) Temperature Cabin air temperature should be maintained within the range 65"F to 75"F,(
18"C to 24"C)
3) Relative humidity -The relative humidity of the cabin air must be maintained at
approximately 30% (at 40,000 ft the relative humidity is only 1 to 2%)
4) Contamination -Carbon monoxide co.ntamination of the cabin air must not exceed
20,000.
5) Ventilation- Adequate ventilation must be provided on the ground and du

unpressurised phases off light.
6) Duplication -The air-conditioning system must be duplicated to

component failure will cause the provision of fresh air to fall t,
lb per seat per minute.
Hot bleed air is taken from a gas turbine's compressor..This ~~~air, often referred to as charge
( gft, is then split and a proportion cooled, before it is mix~ether to achieve the required
temperature.
(
There are two different methods in which

·urn referred to as Air Cycle, or the use of a
e air is termed a Cold Air Unit or CAU. There are three different
»T
i \
,A'oo~TRAP IN CONJUNCTION WITH A MECHANICAL BLOWER
\.
\ ~type of system is used on larger piston-engine aircraft and smaller turboprop aircraft, where the
engines are not designed to supply bleed air for the aircraft's air condition system.
SAHIL KHURANA
09871866290
(
(-
18
('
c~ Their Functions and location in the system is what DGCA wants you to know.
(
?300TSTRAPJN CONJUNCTION WITH A MECHANICAL BLOWER
(
Blower
(
~ ,·'(\ t~ Cc::> ~ L . HI»£ Uvw
( ~·I
•
~~ ~
~ ..
$ee<>Oda.IY .·. . . . •. . . .
. .~'<"~"'-~
..· ::~ :
: 4;-.
. - - V
~ &t-tr
I""Q
E~
0
.s pee_~
(
c ,Ptlm~ry
·Heat· •
Elcehanger ~
() cJ 11-
( cot~, amass C!;J :___.~
Vlilve~llllll
tBG ...
w~Gl) H-r::s_h. II r.f
( ;~ H Uvvu'cH~ tf'
~ H w-'1\.,'c£ ttrt"
es which are engine driven, and

nd forces it into the supply duct. The
(
\
1t; it requires lubrication.

l suit in blue smoke in the aircraft as the oil vaporises in the hot air.
es creates a pulsing, changing air pressure (whomp-whomp effect), which is

ilencer unit located downstream.
SPILL 'AND FLOW CONTROL VALVE

~ cnrm -The spill valve is designed to allow charge air to bleed overboard (leave the airplane) in
ondition~and is linked to the flow control valve. .
' .t.·u f:,.;rnO/'-'€
~~- During flight, the flow control valve, also referred to as a mass flow controller, determines the
correct mass of air passing through the system to ventilate the aircraft. This is done by venting
charge air to atmosphere.
As the aircraft climbs and the ambient density decreases, the (low control valve progressively
closes the spill valve (so more air can get in}.
SAHIL KHURANA
09871866290
(
(
19
(
In the event of an engine fire, to prevent contamination of the cabin air, the spill valve is fully
(. opened when the pilot operates the engine's fire handle.
( A non-return valve {NRV) is fitted downstream of the spill valve to prevent loss of cabin air
pressure in the event that the spill valve is opened or failure of the blower.
(
(
DUCT RELIEF VALVE
( Location -A duct relief valve is located downstream of the NRV.
Function- The function of this valve is to protect the duct from over pressurisation. There is a real
danger that if the duct ruptures, high temperature air could play onto fuel lines or electrical c
and start a fire.
(
(
The relief valve is set to operate at 10 psi above the ducts normal pressure. The stand
examination questions is the valve's value (10 psi). ......
a~
'
c CHOKE VALVE AND DUAL PRESSURE SWITCH
The choke valve is fitted as a means of increasing the charge air's temper:
by restricting the flow and creating a backpressure. The choke valve o
the bypass valve downstream is fully open.
( BYPASS VALVES (t-evrtp 6€ Vt~O'f~ )

There are two bypass valves fitted in this system,
Locationl- one downstream ofthe choke valve
Location 2- second downstream of the primary heat e
They function as temperature control valveL

I.
Fuction1- The first bypass valve can dire air through the heat exchanger or allow a
percentage of air to bypass the heat
Function 2 -The second valve Q e amount of air that enters the CAU.
Both valves are controlle erature sensors. either mounted in the aircraft's cabin or in the
duct leading into the ai A
eat exchangers, which act as radiators. Charge air from the first bypass valve is
·imary heat exchanger, also known as re-cooler. In the heat exchanger, the hot
charg assed through a matrix of small-bore pipe , while ram ambient air passes around
them. heat exchanger is open ended, this results in adiabatic cooling, where the temperature
, but there is no significant change in the pressure.
The bootstrap consists ofthree components in the following order: compressor, heat exchanger,
and turbine.
Jlfrhe compressor and turbine are linked together and form one CAU.
~he system is referred to as a bootstrap as it is able to self-start. As soon as there is air flowing
across the turbine, it starts to revolve itself and the compressor.
SAHIL KHURANA
09871866290
c·
(.
20
(
( Due to the compression and work done by the cold air unit and the speed of rotation, these units
must be lubricated. Failureoofthe oil seals can result in blue smoke entering the cabin.
(· .
Air that has been cooled by the pre-cooler is directed by the second bypass valve into to the eye of
the CAU's centrifugal compressor.
(
j( AT COMPRESSOR Here, it is compressed, raising both pressure and temperature.
(
The output from the compressor is then passed through the secondary heat exchanger, also
( referred to as an intercooler, before being ducted on to the edge of a turbine.
kin the turbine, the air is made to work bv rotating the turbine and compressor
This work absorbs pressure energy and, at the same time, the air is able to expand.
( effect reduces the temperature of the air, resulting in a stream of cold air leavi&e: th
(· Jt The speed of the CAU is determined by the temperature requirements ot

density.
(
WATER EXTRACTOR 1) f rt \f DR. A< 0 R.
( Excess humidity inside the aircraft would manifest itself as c on or even water droplets
falling from the air conditioning low-pressure ducts. This wo 'd to discomfort for the
passengers and crew, as well as the possible shorting al circuits, corrosion, and an increase
in mass over time as the insulation blankets become so
"'f-LOCATION -To remove this excess moisture, w actors, also known as water separators, are
fitted downstream of the cold air unit.
There are different designs of water rs. However, they all work on the same basic principle
(,
of diffusion, coalition, and extractj1 e air enters the water extractor, it passes through a
diffuser section that slows the d guides it over a coalescer section.
\ff_.N.il.?tl"!. HUMIDIFIER
gh altitudes (greater than 40,000 feet) for long periods of time it may be
the moisture content of the conditioning air to l-2% relative humidity to
p... ., ..... ~discomfort arising from low relative humidity. This is the function of the humidifier,
p e of which is shown below. The aircraft's drinking water supply is
( water is atomised by air from the air conditioning supply.
\. •
(·
\.
SAHIL KHURANA
09871866290
(
('
22
('
draws in ambient air at static pressure by taking its supply from within a vented bay. This air passes
(~
across the compressor and is dumped overboard via a restricted pipe.
The restriction creates a backpressure that acts to slow the compressor and place a load on the
turbine. The speed of these machines is self-regulating and is determined by the mass of air that
passes across the turbine and the air's density. They can be turning at 40 000 to 45 000 rpm at high
altitude.
In these systems, if hotter air is required in the system, the bleed air can be taken from latter stages
of compression in the engine. As before, the streams of air are mixed in a plenum chamber before
passing into the aircraft cabin.
( This svstem is lighter (only one heat exchanger} and the mass flow/ weight ratio •
FANTURBINE(TURBO-FAN} -!"'-·!> A-C- ?C{c\L ,1,_ effe.r:h·rt LDNvr s
('' -, This is a refinement of the brake turbine unit, in which, instead of a compressor, the tu
,-'
coupled to a fan of sufficient capacity to draw the required volume of cooling airflo
primary heat exchanger so that the unit is not dependent on ram air for its ope
therefore be operated on the ground.
(~
\ '
! (
\.
,-
..
SAHIL KHURANA
09871866290
(·
23
VAPOUR CYCLE MACHINES (VCM)
~ H)(hll~i$8U'U0 U•'ZtlhO
- t<iOiiPAC('t!,;IJREVAPOV~
(" - t.OW PRESSUJ'U! LIQUID

~ I.OWPI~til:lf;U~I!;\'Ali"'~Jil
c
(-
(J
( I
The vapour cycle air conditioning system ar in operation to the domestic refrigerator or the
galley cart cooling system used on · e aircraft. Its use for aircraft is now generally limited to
small piston engine types.
;l- A refrigerant is used to abs~~tlrom the charge air by ch-anging its state from liquid to gas. The
heat is carried by the retri~~ t~ a condenser where it is given up to the atmosphere and the
refrigerant returns to its~ state.
. ! I
tern the refrigerant alternates between the vapour and liquid phases. It is
, expanded and heated in that order. The refrigerant is a liquid (Freon) which
l 5 o C (38°F) at sea level atmospheric pressure.
I ( **At pressures the boiling point is increased and vice versa.

..
rkmg-
-'
Refrigerant at low pressure is drawn through the evaporator by the
c compressor (which may be electrically or air driven). As it passes through the evaporator the
refrigerant changes state from liquid to gas absorbing heat from the cabin air supply and therefore
cooling the air as it does so.
1.
The COMPRESSOR raises the pressure and therefore the boiling point of the refrigerant before it
enters the condenser. ·
SAHIL KHURANA
09871866290
( i
I 24
The CONDENSER is positioned so that cold ram air passes over it and the refrigerant changes back to
its liquid state giving up latent heat to the ram air. The pressurised liquid then passes to the receiver
which acts as a reservoir and then through an EXPANSION VALVE which reduces its pressure and
boiling point before entering the evaporator to repeat the cycle.
RE-CIRCULATION FANS
These augment the air conditioning packs allowing the packs to be operated at a reduced rate
during the cruise which decreases engine bleed requirements and maintains a constant ventilation
rate throughout the cabin.
The fans draw cabin air from the under floor area through filters then reintroduce the air into t
Mix manifold conditioned distribution system Where it is mixed with fresh air from the packs
resend.to the cabin. Air from the region of toilets and galleys is not re-circulated but is vent
directly overbo.ard by the pressurisation discharge valves.
( i TEMPERATURE CONTROL
RAM AIR MUFFLER TYPE HEAT EXCHANGER
In these systems, which are used in used in unpressurised piston engi

atmospheric air is introduced to the cabin through forward facing a·
can be heated by exhaust or combustion heaters and then
proportions to give a comfortable cabin temperature.
Co~b:VI Nat~ W'fA.6I
g.~ e_::x ~u.:\ J. pr'pe .aU VV (op~ 01
be.. ~~d ,·/1
/ e_O) k , p; (0 ~ ,· -tt cetfCX ri J-oJrO ./1 (.
/,/''-,, ( C)Vl J.L}¥1(' f.-,(\V\
l"f\_a,{_j
L
v~
II •
Pfl'Vl b ( 0wg
2.. -~~~- .
.. .. // . AIR
/~INLET
v0, ·H, ~~h. fl i"K.
o~ tO p611.~,·~ ,//
/
/
(•
haust muff is a close fitting cowl around the exhaust pipe which allows ram air
,e contact with the hot exhaust pipe to provide hot air for heating the cabin. Fresh
lowed into the cabin through the ram air inlets on the wing leading edge. After use
ped overboard through a vent on the underside of the aircraft.
~
~OM~USTION HEATER
; ~e sophisticated light aircraft can use· a dedicated combustion heater to he~t ram air.
i (
The fuel used in the heater is normally that which is used in the aircraft's engines and the heater
works by burning a fuel/air mixture within the combustion chamber. Air for combustion is supplied
by a fan or blower and the fuel is supplied via a solenoid operated fuel valve.
The fuel valve is controlled by duct temperature sensors but can be manually overridden. The
system is
designed so that there is no possibility of leaks from inside the chamber contaminating the cabin air.
In addition the system must be provided with a number of safety devices which must include:
SAHIL KHURANA
09871866290
c
25
a) Automatic fuel shut-off in the event of any malfunction.
(=c. b) Adequate fire protection in the event of failure of the structural integrity ofthe combustion
chamber.
c) Automatic shut-off if the outlet air temperature becomes tQo high.

(
PRESSURISED AIRCRAFT
For larger and faster pressurised aircraft, it is standard to fit two air conditioning units (referre.
air conditioning packs, abbreviated to ACS packs or just packs) to serve the system. This all
redundancy, as one pack is able to maintain the minimum conditions required by the
regulation.
(.
SAHIL KHURANA
09871866290.
26
(
( .
(.
RAPID DECOMPRESSION
;t A rapid decompression occurs when the ~a bin p. re~decreases to ambient in a period of
5 to 7 seconds. ""- "
As the pressure drops, air and gases wit ody expand and rush to atmosphere.
Normally, air rushes from the mouth al passages, allowing the lungs and middle ear
to equalise.
The main danger is hypoxia rapid utilisation of the aircraft's supplementary oxygen
system is made, uncons
This is ·done by the 0
I.
e that they are in danger of a decompression (cracked windscreen,
themselves on oxygen, initiate a let-down, and raise the cabin altitude
differential to reduce the effect of any subsequent decompression.
If an suffers decompression at high altitude, the maximum rate of descent that the
ew can ever initiate is Vd or dive velocity.
./i
Insufficient oxygen is known as Hypoxia. The importance of aircrew being able to recognise
Hypoxia cannot be overstated.
The drills to overcome this can be summarised as:-

a) Provide Oxygen.
b) Descend to a level where atmospheric oxygen is present in sufficient quantities to meet
the body's needs.
SAHIL KHURANA
09871866290
I,.
27
(,-
CABIN ALTITUDE IN THE EVENT OF A PRESSURE FAILURE

In the event of cabin pressure failure, as the cabin altitude rises, the following warnings and
actions occur:
~·!• 15,000 ft Max Permissible emergency Cabin Altitude
•!• 14000 ft, passenger oxygen masks deploy automatically to the half-hung position
13,000 ft Outflow Valve Closes Automatically .
•!• 10 000 ft above msl, an audible and red visual flight deck warning occurs
•!• 8,000 ft Max Normal Cabin Altitude
The 10 000 ft audible and visual warning occurs to alert the crew of possible problems
that they have time to correct where possible, to minimise passenger discomfort a
possibly to prevent passenger oxygen masks from dropping.
If the problem cannot be solved, the ressure controller si .. w

......_. . w......... •. •............... _
( to minimise the loss of cabin pressure.
lfthe cabin altitude reaches 14 000 ft. the passenger oxygen mask
passengers' overhead service unit (PSU), are deployed to the "'t'''" tz ..
static controller. This is done at this altitude to ensure that s
( available before the cabin reaches 15 000 ft.
NUMBER OF PASSENGER MASKS AND DISTRIBUT.

aircraft that operate above 25 000 ft, or those tha ate at or below 25 000 ft but cannot
descend safely within 4 minutes to 13 000 ft, fitted with automatically deployable
oxygen equipment immediately available occupant, wherever seated. The total
number of masks must exceed the num eats by at' least 10%. The extra masks are. to
be evenly distributed throughout the
·n crew or passengers who are away from their seats to

( gain
immediate access to ox~~ crew or passengers might be in the aircraft lavatories when
oxygen is required, e~aft lavatory must have two face masks.
OXYGEN
·e three physical states for the transportation of oxygen:
ous ~. Pox vt C."\L.J) 1+1~/ ru {' -cf•.·•l 0~ M!JQ),PJ(''\ Nc fu'rl'\fll~j J)r"lutei:>

mica/ -> "P~"' e7 ~ I-\ t9 (J{Q ry;., A I c
_Aquid oxygen is not used in the civil aviation industry, as it is very expensive and poses
\_ \ ~dfing, storage, and safety problems. Flight crew are always supplied with gaseous
oxygen, as this is the ·most economic and effective way to meet the regulations.
Depending on design, some air transport aircraft have gaseous supplementary oxygen
systems for the passengers.
SAHIL KHURANA
09871866290
28.
(
However, it is more common to find that passenger oxygen is produced by chemical oxygen
(~
generators as these are cheaper to produce, have a five-year shelf life, and require no
servicing as they are replaced, not serviced.
(
GASEOUS OXYGEN SYSTEMS

There are two gaseous oxygen systems in current use:
( ../ The continuous flow system /Of Pox eJ f-. olck_'!S" Ale
../ The diluter demand system F- L Jere -rr
C..-(" 't' t.-0
PASSENGER OXYGEN SYSTEM

Provides an emergency oxygen supply to the passengers and cabin attendants and i
~continuous flow type supplied either by a high presssurefaseous system or a c,
generator system. .
(
The continuous flow system is normally used in light un-pressurised airc

above 10 000 ft, or as the passenger supplementary oxygen system
aircraft. The diluter demand system, a more sophisticated and mo
(
used for flight crew of air transport aircraft.
( In these systems, gaseous oxygen stored in a cylinder at · i is passed through an

intermediate pressure regulator, where the pressure is ed to between 80-100 psi. It is
(
~~
then fed into a ring main or manifold. A barometr' revents the oxygen from flowing
( I
to the passenger masks.
When the cabin altitude exceeds 14 000.-..... ft, arometric valve opens and allows oxygen to
pass into the low-pressure regulator. e time, pneumatic pressure opens a latch
allowing the PSU door to open and e masks in the half-hung condition. The act~
pulling the face mask down ope lve to the mask, allowing a continuous flow of
oxygen into a one-size fits-all cup that covers the mouth and nose and has an
elasticised head
c-, f-1 £> G 0 u.s
CON1'1NUOU$ FLO NGERSlJPPLEMENTARY OXYGEN SY:S:rE~
0()-,!R.{\,
/1 'fr.{ '(( ( CHl
• t_I.........,Pressure Relief
and Bleed Valve
Cylinder Isolation Valve Pax

'Oxygen
-Masks
!lu~1' vpo·rl u)I.J·n LfJSi"' fl'~ • . • /"
·()-( f r:£ ce_aJ r-1 ./4D
I~ by p,·rol- bf 16<V PLt4D SAHIL KHURANA

v SEC-7, DWARKA, NEW DELHI-75
I
'· 09871866290
('
29
(
( ._P~o Dt)L)'D
(
O~genMasks
Stored Here
-
(
....
(
~The
: ·S• .. ...
--· :::: ::: ·_ ,:::~I
masks are stowed in the passenger service units (PSU), the doors of whi
automaticallv bv a barometricallv controlled release mechanism ifthe c
(
14000ft or by manual selection from the flight by the crew at any alll.t:~·-........... .
(
.*The release mechanism is actuated electrical/'

(
pneumatically for the gaseous system.
(
When the PSU doors open the masks drop to the "half-
Pulling the mask towards the face initiates the oxy~low by opening a check valve on the
gas supplied system or operating the electricN.P~cussion cap firing mechanism on the
chemical generator.
~0/)_
LQxy~r.atcu:~SY.st~m
.. - ·· · ..
I
Pqx ot- H
·
_t!
cJq: t"N"' A !c.
('J..(}J.,tl~-3 .t Fe_J
(0 .t N A-t.1 + fe...O
)-
e generators are located in each passenger, cabin attendants and lavatory service units .
•
Oxygen is generated by the chemical reaction of sodium chlorate (NaCI03 ) and iron(Fe).
The complete reaction is NaCI03 + Fe -------- NaCI + FeO + 02,
-pThe sodium chlorate and iron core is shaped to provide maximum oxygen flow at starting.
SAHIL KHURANA
09871866290
30
A filter in the generator removes any contaminates and cools the oxygen to a temperature
not exceeding 10° C above cabin ambient temperature.
(
A relief valve prevents the internal pressure in the generator exceeding 50 psi. the normal
flow pressure is lOpsi. Sufficient oxygen is supplied from the generator to meet the
requirements of descent in emergency conditions
(~
*"(min o't15 mins}.
(.
Caution.
I • Once the chemical reaction has started, it cannot be stopped.
• Surface temperatures of the generator can reach 232 oc (450 °F).
• ·A strip of heat sensitive tape or paint changes colour, usually to black, w
generator is used and provides visual indication that the generator is
• Chemical generators have a shelf life of ten years.
( '
GAf>f.OtJ.s,
FLIGHT CREW'S DILUTER DEMANolsYSTEM
Toniaat<:
(
t:l
·~
,c;
;;j
~
n
.::t:
~
Oyflen
Supplementary ~
~
.. , oxygen valva
•etoetlon
~
' lever
(
~
0
I~
~
;!:!
(
:o
~
~his type of system is provided in most aircraft for flight crew use and is separate and
\ ~itfonal to the passenger system.
(
(
xygen is diluted with air and supplied as demanded by the users respiration cycle and the
oxygen regulator.
Low-pressure regulation is controlled by the demand valve, diaphragm, and bow spring.
\".
When "normal" is selected, and the pilot is not breathing in or in the process of exhaling,
the demand valve is closed by spring and oxygen pressure. As the pilot inhales, a partial
vacuum is formed in the mask and is felt by the diaphragm.
SAHIL KHURANA
09871866290
(
31
The other side ofthe diaphragm is subjected to cabin ambient.
(
The differential created biases the diaphragm across to the right. The bow spring, oxygen
pressure acting on the demand valve, and the demand valve's spring limit its movement.
( This allows oxygen to flow past the demand valve.
. ;
£v.r
oxygen selected, diluted oxygen

mask as he/she inhales. As the cabin
sure decreases the percentage oxygen
altitude, 100% oxygen is supplied.
• 100% oxygen will lied, regardless of altitude, ifthe crew member

selects 100%02 egulatorcontrol panel. bt.-~ r 0;') d'(''fo"-/2/,.,g/,
m.vJ~t:n\\JENCY'
on the regulator will provide protection against the
·~~;)moke and harmful gases by supplying 100% 0 2 at a positive
( .
'TEST' is selected, oxygen at a high positive pressure is supplied to
eck masks for fit and other equipment for leakage.
en cvlinders are installed at suitable locations in the
They consist of a cylinder containing normally 120 litres of oxygen at a pressure of1800psi
in a carrying bag with straps.
It is usually possible to set one of two flow rates depending on requirement.

These are Normal and High which correspond to flow rates of 2 and 4/itres per minute.
SAHIL KHURANA
09871866290
(c
I·""'
32
At these rates a 120 litre bottle would last 60 or 30 minutes

r-·
c SAFETY PRECAUTIONS
The following general safety precautions apply to all oxygen systems.
(
(~.
a) Oxygen is a non-flammable heavier than air gas which supports combu.stion as well as life.
Any flammable material will bum more fiercely in the presence of oxygen than in air.
,-. Smoking is therefore banned in oxygen rich atmospheres
b) No oil or grease should be allowed to come into contact with oxygen as there is the
possibility of a severe chemical reaction
c) Any moisture present will react with gaseous oxygen and can cause cerro
possibility of valves freezing.
(!
d) During replenishment or maintenance of oxygen systems the su g area must be
adequately ventilated. Remember that oxygen is heavier than II fill low lying areas
such as servicing pits, aircraft bilges, etc.
e) Only lubricants specified in the maintenance manual
• · MAX ALTITUDE WITHOUT 02 A' FLYING EFFICIENCY IS NOT IMPAIRED -

10000
,PlQ~MPRESSION 02 MASK AUTOMATICALLY DEPLOY TO
• RATE OF FLO~t'02 IS MEASURED IN LITERS/ MIN

~~YLINDER IS GREEN IN COLOUR
LINDER IS BLACK WITH WHITE NECK
• R IS PRESSURISED %OF 02 REMAINS THE SAME
• ~TVLtnQO FT DILUTED DEMAND SYSTEM WILL PROVIDE 100% 02
• JJIBRICATION OF 02 IS DONE BY GRAPHITE .
~ •• CONTROL KNOB IS SET TO HIGH CYLINDER WILL LAST FOR 30 MIN.
\ ""· CHANCES OF HYPOXIA IS INCREASED BY SMOKING
• . TO CHECK FOR LEAKS USE DISTILLED WATER AN~ ACm FREE SOLUTION
SAHIL KHURANA
09871866290
33.
ELECTRICITY '---V) i\J:c;n ;,~

(
An electric current is created when electrons are caused to move through a conductor.
Moving electrons can explain most electrical effects.
(
There are six basic means to provide the force which causes electrons to flow:-
(
a) Friction- static electricity HAZ .A t<JD bco2 1 '-/. vr.ct! •8 V),.te ; >'7 t (C/17> ctble 3cy_J& 1 /<..
b) Chemical Action - cells and batteries (primary and secondary cells)
c) Mag.netism - generators and alternators Li/;,wl p-~ ·""'\O~'Y ,· r '...!::.
d) Heat- thermocouples (junction of two dissimilar metals) GCn 7 e_ t E ~ 1- P:s, 6
e) Light- photo electric cell 6 V'l'-oj< e__ cJ f 1-e c A:l'b
f) Pressure - piezo electric crystals
(
Of these only Chemical Action (batteries) and Magnetism (generators)
( power in sufficient quantities for normal daily needs.
In the same way that water needs a force
(
(pressure) to make it flow, electricity needs pressure, Electro
it flow.
EMF is measured in units of Voltage. The number of vql\t.!¥measure of the EMF or

Poten~ial Diff~rence (the di~er~nce in electrical po~i\etween the positive and
negat1ve termmal). Voltage 1s g1ven the symbol "--.::
To measure voltage a voltmeter is used. I ected across the two points between
which the voltage is to be measured wi ·sconnecting the circuit.
CURRENT
The current (symbol I) in a con the number of electrons passing any point in the
conductor in one second a sured in amperes or amps (symbol A).
Current can be measlJ[~'l§'%an instrumen. t called an..ammeter which is connected into the
circuit so that the c u r . the circuit passes through the ammeter. ·
VHf- P.f!bl()
NOIV'
Cit /311\ I L-i3 'MJ
¢
I ).~L~~~~
~
' CENTREZERO
AMMETER
~ AMMETER ARE PLACE IN SERIES AND HAVE LOW RESISTANCE

~ VLOTAGE IS MEASURED BY VOLTMETER AND IS CONNECTED IN PARALLEL AND HAVE
HIGH RESISTANCE
) A 1 t-Q" {\ aJ. tv""'6" veJ I t-~ e_ 6 t"--0 v l q be ~ ~~~~rt~ ~~(j~ J-v\aJV)
SAHILKHURANA C kOJ"'r~···I\Q..i C..U.OYfvvt
bed-~-~ \! ~:d WJ ( to rnCI t' vi ~ ,·() SEC-7, DWARKA, NEW DELHI~S -...J
09871866290
'2> A ( k ~ f-&c r £:o< f f-f_ ~ <A~ LQ)O$d.6, Q}yf:_ (0) ~e_ C I-f of t 'v1 fC<"'Id I be/
C1 rv h,l)() ""{"€ OO.ovl,!) - e.. (1\ ~D) 7
(
34
(
Effects of an electric current:
(
a) Heating Effect. conductor to become hot- electric fires, irons, light bulbs and fuses
b) Magnetic Effect. When a current flows through a conductor it always causes the A
magnetic field is always produced around the conductor when a
( current flows through it- motors, generators and transformers.
c) Chemical Effect. When a curr:ent flows through certain liquids (electrolytes) a chemica
change occurs in the liquid and any metals immersed in
it - battery charging and electroplating.
RESISTANCE.
( The obstruction in the circuit which opposes the current flow is called resis
materials have different numbers of free electrons, those with more free el
have a lower resistance than those with few free electrons, so those
( electrons are better conductors of electricity.
FACTORS AFFECTING THE RESISTANCE

a) length- The longer the wire the greater the resistanc
b) Cross sectional area -The thicker the wire the
(
c) Temperature- The symbol for temperatu ettkient is a (alpha). If resistance
increases with an increase of temperatur 'sistor is said to have a Positive
Temperature Coefficient (PTC). If resist creases with an increas~ of temperature,
the resistor is said to have a Negativ erature Coefficient (NTC). Resistors having
these characteristics are used in
UNITS OF RESISTANCE
The unit of resistanc · · hm (symbol n) A material has a resistance of one ohm if an
(
applied voltage of one It produces a current flow of one ampere.
tance is used to adjust the current flow in a circuit by fitting resistors of

• tould be of two types Fixed and variable resistors •
..I»HM,f law: Cn ,·v-e__~ --oe Cot /,c...l/\.l,_h :p b tv.)-'"~ \I, 'L ,C) R
:"~R
If the resistance remains the same any increase in voltage will cause an increase in current
and vice versa (Current directly proportional to voltage)
I)
POWER :: \) . 1. ~ -:L '2 f2__ -: '{(J_
When a Force produces a movement then Work is said ~o have been done, the rate at
which work is done is called Power.
r~ v:__--- ~' F y v. 1.
---- D : (- X \J(
I 'r-cr{t_ It> SAHIL KHURANA
. SEC-7, DWARKA, NEW DELHI-75
·--c <7-
09871866290
(
( 35
(
In an electric circuit Work is done by the Voltage causing the current to flow through a
(-, resistance, creating heat, magnetism or chemical action
( The rate at which work is done is called Power and is measured in Watts
=
Watts (W) Voltage (V) x Amperes (I)
(
.CIRCUiT PROTECTION DEVICES
There are a number of protection devices used in aircraft electrical systems but only 2 ·
( basic types are discussed here:
a) Fus.es.
( b) Circuit breakers
( A.·fuse normally opens the circuit (No Current Flows) before full fault curre~ached,
( whereas the circuit breaker opens after the full fault current is reached~ l
This means that when circuit breakers are used as the protection , both the circuit
ill:
breaker and the component must be capable of withstandin fault current for a
short time.
The circuit breaker has the capability, which the fus~ It@~, of opening and closing the
I
'· circuit, and can perform many such operations b~~placement is necessary, it may
also be used as a circuit isolation switch.
FUSES
There are 3 basic types of fuse curre
a) cartridge fuse.
b) high rupture capacity (HRC)
' c) current limiter fuse. 'Lt.&
(
THE CARTRIDGE FUSE (
The cartridge type fu ,sists of a tubular glass or ceramic body, 2 brass end caps and a
fuse element.
( type of wire which has a low melting point, and when it is placed in
(
lectricalload it will melt, blow or rupture when a current of higher value
ere rating is placed upon it.
~· Fuses~ated in 'amps'.
(
~H+RUPTURE CAPACITY (HRC) FUSES.
\._
The high rupture capacity (HRC) fuse is an improvement on the cartridge type fuse. It is
used mainly for high current rated circuits.
CURRENT LIMITERS
(_·
Current limiters, as the name suggests, are designed to limit the current to some pre-
\,. determined amperage value.
SAHIL KHURANA
'\....
09871866290
(
(~
36
('
They are also thermal devices, but unlike ordinary fuses they have a high melting point, so
( that their time/current characteristics permit them to carry a considerable overload
current before rupturing.
(
For this reason their application is confined to the protection of heavy duty power
(
distribution circuits. The output of a Transformer Rectifier Unit would be a prime location
(• for a current limiter to be used.
CIRCUIT BREAKERS
Circuit breakers combine the function of fuse and switch and can be used for switching
circuits on and off in certain circumstances.
Circuit breakers are common on the flight deck of modern aircraft and can be
as either;-
c a) a Non-Trip Free Circuit Breaker, or D A"-\ lf1 E .o-~u ~ ~
( b) a Trip Free Circuit Breaker.
Circuit breakers are common on the flight deck of modem aircr n be categorised
as eittier;-
a) a Non-Trip Free Circuit Breaker, or
( b) a Trip Free Circuit Breaker. (image)
The non-trip free circuit breaker may be held in w:td~lt conditions and the circuit will
be made, this is clearly dangerous.
The Trip free circuit breaker if held in und~tlre s-ame circumstances the circuit can not be
made.
CAPACITORS
I functions:
ating an electric field between the P!ates.
a capacitor consists of two metal plates separated by an insulator

ic. Wires connected to the plates allow the capacitor to be connected into
...(AP-\CiTANCE
\ ~ Trte capacitance (C) of a capacitor measures its ability to store an electrical charge. The
(.
unit of capacitance is the FARAD (F). The farad is subdivided into smaller, more convenient·
units. 0 .( U (-
C,
Factors Affecting Capacitance:
\.
a) Area of the plates- a large area gives a large capacitance
b) Distance between the plates- a small distance gives a large capacitance
c) Material of the dielectric- different materials give different values of ca~acitance
SAHIL KHURANA
09871866290
(
37
(-
(
ELECTRICAL
CONNECTIONS
(
CAPACITOR IN A DC CIRCUIT
A capacitor in series with a battery and a switch
(,_,.
( I
JT 12v
Electrons
12 v
X
( '
(
Electrons
After a short time the difference in charge betwe. lates results in a potential
difference existing between the plates. The flow ctrons will reduce and stop when
the potential difference between the plates al to the supply voltage. The capacitor is
now fully charged, current has stopped , the plates are said to be charged and
there exists an electric field
CAPACITOR IN AN AC Cl~ pears to pass AC

The battery replaced with~ ternating Current Supply. A light bulb is placed in series
with the supply and t~
(
-
'>Q·f_.~
l ~~...1..:
~-
Electron AC f\;
T
Electron
+1 ~ T
Supply
\
~1 ~
t
... CqpC(c_,~ cPYYuc cc.r
fJU t 1 '1--vr D, 3:,{ A&«f! ~
CAPACITORS IN PARALLEL
Capacitors connected in parallel are effectively increasing the area of the plates. The total
capacitance Ct can be found by adding the individual capacitances:
SAHIL KHURANA
09871866290
~···.
38
r-
CT_C 1 + C et:c
c 2
( l
v Ct
I - C2
T
,---
(
( f
( CAPACITORS IN SERIES
Capacitors in series have effectively increased the distance between the plate
therefore the total capacitance has decreased. The total capacitance is fou
(
formula for resistances in parallel:
1. =1+1.
(
Cy cl cz etc
(
0 11----:
C1
. BATTERIES
(.
'fr A batt~ry is made up of one or more ch convert chemical energy to electrical
energy ~~· w-a~rj. {_j? II S ( ( DV1d (')rfi-L_ (' f I( 2 V cJ \1' l0&cj
.2 , J V c) f-h ~ £'.J,_cf .
1·6V
("
( .
PRI~(iELLS are of type that is normally used in torches and transistor radios. A fully
chargeUrimary Cell gives rise to a potential difference of 1.5 Volts. Once discharged, ·
\ Arimary c.ells cannot be recharged. A primary cell consists of two electrodes immersed in a
\ cl'emical called an electrolyte. The electrolyte encourages electron transfer between the
electrodes until there is a potential difference between them
The capacity of a cell is a measure of how much current it can provide over a certain
'-,:
periodoftime. A rnp h
SAHIL KHURANA
~. SEC-7, DWARKA, NEW DELHI-75
09871866290·
39
(
In aircraft batteries, cells are usually connected in series or~ith other cells of the
(-- same voltage and capacity. The presentation shows a battery with six cells, connected in
series
(
SECONDARY CELLS work on the same principle as primary cells but the chemical energy in
the cell can be restored when the cell has been discharged by passing a "charging current"
( through the cefl in the reverse direction to that of the discharge current.
The Capacity of a cell is a measure of how much current a cell can provide in a certain
time.
Capacity is measured in Ampere hours (Ah)
One of the most common types of secondary cell is the

Lead Acid cell
(
~The active material of the positive plate is lead peroxide and the negative
lead, ~oth plates are immersed in an electrolyte solution of water and §Woh
The lead acid battery is the most commonly used in light aircraft.
The electrolyte of a fully charged cell will have a specific gra}·
Specific gravity of the electrolyte can be measured with a HYD
(
ADDING CELLS IN SERIES
Voltage increases and capacity remains same.
ADDING CELLS IN PARALLEL

CAPACITY INCREASES VOLTAGE CONSTAN
REVERSE CUT OUT- OPEN WHEN OR VOLTAGE DROP BELOW BATTERY VOLTAGE SD ~+
SUMMARY 61){ ~ f-f~ d c_j ( :," f- ~-·" c-...g ?< , 'f ~ { u "<Y''"" ...
• BATTERY ARE CHARG.ED CONSTANTVOLTAGEVARYINGCURRENT(CWC) 1."" ( ~-'cJ '~
• OVERHEATING OF MAY TAKE PLACE DUE TO CHARGING THE BATTERY AT C(J CJr---rr'•CAii!riJ,.
. A CONSTANT C~· "f'l' MORE THAN CAPACITY
• A/C BATTERY ECKED EVERY 3 MONTHS ·
• BEFORE~IGHT TTERY CAPACITY SHOULD BE 80%
MO~ ~
• LIGHT · · T BATTERY IS NORMALLY 24 VOLTS
• ONE BATTERY IN A/C WILL BE CONNECTED IN PARALLEL
'·· .. • r~ A.BATTERY ARE CONNECTED IN SERIES
• ,.,._f\1 IN A BATTERY EXHAUST THE GASSES OUT FORMED WHILE CHARGING
• £1f'ULLY EFFICIENT BATTERY 60 AMPH CAN GIVE 6 AMPERES FOR 10 HOURS.
• + BATTERY VOLTAGE IS CHECKED ON LOAD WITH ALL CIRCUITS SWITCHED ON BY A
VOLTMETER
TEMPORARY MAGNETS
Temporary magnets are made from soft iron which is easily magnetised but readily loses
its magnetic properties.
SAHIL KHURANA
09871866290
40
PERMANENT MAGNETS
( Permanent magnets are made from hard alloy steels which are difficult to magnetise but
e
retain their magnetism well. ('"'Oe 1- V\ +:-; v ,·rictJ)
c:J .
THE MAGNETIC FIELD OF A SOLENOID
A solenoid (electromagnet) is a coil of a large number of turns of insulated wire.
')t THE STRENGTH OF THE FIELD OF A SOLENOID

The strength of the field of a solenoid can be increased by:
a) increasing the number of turns on the coil.
b) increasing the current.
c) using a soft iron core.
When the current is switched off the magnetic field collapses leaving a little r
magnetism in the soft iron core.
(
SOLENOID AND RELAY
( Solenoids and relays are nothing more than remotely controlled s. By switching a
small current from the flight deck a large current can be switaJti~ e solenoid or relay.
Eg. The starter solenoid in the starting circuit for a piston
xt'The solenoid has a moving core whereas the relay ha ionary core and an attracted
armature.
SOLENOID RELAY
~·-
/,,~11'"~
Relayhaa
stationary core
i/
i\
' '"m•'/(m¥3'"' j'-.,.__ • m ....
_.-c, ........ ~....':::
Contacts
'.·.··1~'-;
. . ""._......, .
•" ; .·. Contacts
r---··
·:~:·
closed x< ~,¥-'-; closed
jLECTRtJMAGNETIC INDUCTION
:~e'ties are a good source of DC electricity by conversion of chemical energy, but they
' are not inexhaustible and will go flat af~er a period of time and need recharging. The
primary source of electricity in an aircraft is always the generator or alternator.
Magnetism can be used to generate electricity by converting mechanical energy to

electrical energy by Electromagnetic Induction.
SAHIL KHURANA
09871866290
41'
c If a conductor is moved in a magnetic field the conductor will'cut through' the invisible
lines of flux. When this happens an Electromotive Force EMF (voltage) is induced into the
condu~tor as long as the conductor keeps moving. If the conductor stops the induced EMF
(
ceases. It does not matter if the conductor or the magnetic field is moved as long as there
( is relative movement between the two.
FARADAY'S LAW
Faraday's law states:-
( ;;&' When the magnetic flux through a coil is made to v~ voltage is set up. The magnitude
of this induced voltage is proportional to the rate~ange of flux.
SIMPLE GENERATOR
The rotating loop is known as the arma
The magnetic field is termed the fie I
In a simple generator the armat
An EMF is induced in the arma
This type of generator s an AC voltage in the armature and therefore an

Alternating Current i ternal circuit (first flowing one way, then changing direction
and flowing the oppos1 way).
or system
tern the generator, load and battery are all in parallel with each other.
1s·a distribution point. The generator output voltage is maintained slightly
battery voltage to maintain the battery charged.
(
+
\.:
SAHIL KHURANA
\ SEC-7, DWARKA, NEW DELHI-75
09871866290
l
42
(
( ALTERNATORS
Most modem light aircraft use an alternator rather than a DC generator to provide
\ constant voltage electricity for its electrical system because of the adv!intijges an
( alternator has. '
The alternator has a much better power to weight ratio, will pr9duce a stabte output at
(~
low RPM and does not suffer with the problems of a commutatOflaS it uses a rectifier to
(
convert AC to DC. v::J ,
fl --rc_ r· ~fZ'" .r /L'3
(
llC..G..ENE.BAIQR ALTERNATOR
(
(Cross section)
Stationary
·field
1<'-uJ
I< V<fl
(
Commutator
Spl,t- r/J_:~
ALTERNATOR
ALTERNATOR OUTPUT RATING.
Is in Kilo Watts (Kw) Alternator is rated in Volt Amperes (VA)
or Kilo Volt Amperes(KVA), the Apparent
Power.
Stationary Armature
Rotating Field
" "Y means of a .spf ,'1, -> i::jl Converts ACto DC by means of a rectifier
Suffe~rh arcing and sparking at the High load current taken from stationary
mma1fa'tor as the high load current has to armature eliminates arcing and sparking.
~ wthrough the commutator and brushes
~
VOLTAGE CONTROL
l Most light aircraft DC electrical systems operate at 14 volts and so all the equipment it
designed to operate correctly when supplied with 14 volts. It is therefore necessary for
the output of the generator or alternator to be controlled, or regulated, to ensure that at
all times it supplies 14 volts.
SAHIL KHURANA
09871866290
(
43.
(
The generator or alternator is driven by a drive belt or an engine accessory gearbox and
therefore the speed of rotation of the armature or field is linked to the speed of rotation
__:
of the engine.
( Controlling the output voltage by controlling the speed of the engine is not a practical
solution.
(
The only practical method of controlling the output voltage of a generator is to control th
strength of the magnetic field by controlling the current flow in a coil wound around th
magnetic pole pieces (field coil or field winding) . Control of the current flow is achie
by a voltage regulator.
A voltage regulator consist of:-
a) A variable resistance in series with the field coil

( I b) A control coil in parallel with the field coil and the armature.
The voltage regulator senses the output voltage ofthe generator ator and adjusts
the field current to maintain the correct output voltage irres~~ generator speed or
electrical load
AIRCRAFT ELECTRICAL POWER SYSTEMS

The P'?wer system for a single-engine aircraft co · a generator or alternator with
the control and indication equipment necessary t ply all the electrical power once the
system is on-line.
bVI..b bor(
With multi-engine aircraft t re generators or alternators are installed in parallel.

The ampere capacity of an electrical system is determined by the number of
A dipole or t stem is required where an aircraft is made of a nonconductive

\.
material.
The curr ds a complete circuit to flow and therefore needs a negative wire to
load to. the negative side of the generator as well as a positive or 'live wire' to
'om the Bus bar (distribution point) to the load.
$
~
+
1."
SAHIL KHURANA
09871866290
(,
44
SINGLE POLE (UNIPOLE OR EARTH RETURN) SYSTEM .

This is the most common type of system on an aircraft with metal construction. The metal
airframe is used as the negative conductor completing the circuit for the current flow. The
negative side of the generator is connected to an 'airframe earth' as is the negative side of
each load. :1!?
-1~
( i
CENTER ZERO AMMETER

The Load Meter shows the total current output of the alter
(.' The Center Zero Ammeter reads the current flowing into
CENTRE ZERO AMMETER- BEFORE ENGINE START
~
Prior to the engine start, the pointer of the Centr~Ammeter will be in the negative
part of the dial, indicating that the battery i!ft!lllschlrging.
CENTRE ZERO AMMETER- AFTER ENG/,

Just after engine start -up , the point' he Centre Zero Ammeter will be in the positive d
sector, indicating that the alter ble to provide for all the electrical loads, and to ~
·; continue charging the batter
1. •
I,
If, With the engine ru:t!·e pointer of the Centre Zero Ammeter is well into the
negative sector of th r . must be deduced that the alternator has failed and is not
supplying the electrica fJads and the battery is discharging, In this case you should switch
off any unnece~ electrical services
n the load meter indicates alternator failure
If durln:l)light the Load Meter reading remains high, this may indicate that the battery is
ch'!,l"ging at too high a ra~his will damage the battery and cause it to overheat
'
1he high charge rate may indicate a faulty voltage regulator.
A Negative ammeter reading, showing a constant, heavy discharge, indicates that the
alternator is incapable of supplying demand and that the battery is discharging.
If the electrons flowing in a circuit move backwards and forwards about a mean position
then the current produced is known as Alternating current (AC).
SAHIL KHURANA
.I 09871866290
45
~~,
Alternating current (AC) is used in most large modern transport aircraft because of the
following advantages that it holds over direct current
c·-~
•!• AC generators are simpler and more robust in construction than DC
,~
•!• The power to weight ratio of AC machines is better than comparable DC machines.
•!• The supply voltage can be converted to a higher or lower value with almost 100%
( ' efficiency using transformers.
•!• Any required DC voltage can be obtained simply and efficiently using transformer
rectifier units. (T.R.U.s) 115 tl A C - 225''\r J) (.__
•!• Three phase AC motors which are simpler, more robust and more efficient th
motors, can be operated from a constant frequency source, (AC generator
AC machines do not suffer from the commutation problems associated with D
and consequently are more reliable, especially at high altitude
c
( ) AC CURRENT TERMINOLOGY
CYCLE- A cycle is one complete series of values.
('
I,
PHASE- A sine wave can be given an angular notation called pha
( from 0° - 360° of phase.
c~
('
system. .-~t:dO H2 C&V1

vJ ' ' ( ( 'f\_{) I-
Frequency is dependent upon the nu 'mes a North and a South pole pass the
armature in a given time period.
For example, an 8 pole generat gat 6,000 R.P.M. will have an output frequency
of:-
( I
ANS : 400 Hertz
The INDUSTRY STAN~Flat has evolved for constant frequency aircraft is:
(DGCA) ,r v - s r
~("_ vC) ( ~-="(! ~
( ;
, 400 Hz. J oo u - L ,·fie 11 0 1 {-e:{{Je
ment for DC is satisfied by converting AC to 28v DC using transformer

recti ts (TRU's), while retaining the battery for emergency use.
TE!JNATOR OUTPUT RATING

\,
motors are rated in terms of this armature current as well as by their voltage output.
I
Thus every alternator is rated in
'·
Volt Amperes (VA} or Kilo Volt Amperes(KVA}, the Apparent Power.
POLYPHASE CIRCUITS. (THREE PHASE ALTERNATOR)

"Three-phase" alternators have two or more single phase windings symmetrically spaced
around the stator. The number of separate stator windings determines the number of
phases present in the supply.
SAHIL KHURANA
09871866290
(
46
(
( '
The currents and voltages generated in this type of machine will have the same frequency
butbeoutofphasewitheachother. (r :LO~ Oc.{tr aP fkllU-e)
(~
the phase windings are mechanically arranged to be at 120 ° to each other in the sequence
A,B,C so that the outputs are electrically separated by 120°
It can be seen that "A" phase reaches a peak going positive before "B" phase reaches a
peak going positive before "C" phase reaches a peak going positive. This is the phase
sequence ABC
The ADVANTAGES of a three phase system are:-

a) They have a greater power I weight ratio
b) They are easier to work in parallel
DELTA CONNECTION AC
,{"'
.io'" /./'' ~
~·~··----------------c•~··
,(. C phase
I=='
. i, \ ,.-::::.,....•..... loads
Phase voltage ... Line voltage

$
CONSTANT FREQUENCY ALTERNATORS

For A/c Systems to work constant frequency AC is needed but the question is how to keep
the frequency constant ?
SAHIL KHURANA
09871866290
(
(1 47
(~,
If an alternator can be driven at a constant speed, then the output frequency will be
(' constant. -/-eX_ 0<: f2- P 4
Driving the engine at a constant speed is not a practical proposition so a device is required
(~I
to keep the speed of the alternator constant irrespective of the engine speed.
(.
CONSTANT SPEED GENERATOR DRIVE SYSTEMS
The Constant Speed Drive Unit (C.S.D.U) consists of an engine driven hydraulic pump, the
output of which drives a hydraulic motor which itself in turn drives the alternator.
( '
The oil which forms the medium through whiciJ the mechanism operates and also
(. facilitates lubrication and cooling, is contained within a reservoir, entirely separate f1
the engine oil system.
( The output of the hydraulic pump, and therefore the speed of the hydraulic m
depends on the angle of a swash plate( Constant pressure Pump) within the p
(
angle of the swash plate is controlled by a device called a speed governor. """'"
( I
The speed governor is controlled by the load controller which sen ·tput frequency
of the alternator and is responsible for increasing or decreasing< t que output of the
C.S.D.U. to the alternator drive.
Most C.S.D.U are capable of maintaining the alternator o
( Hz (380- 420Hz).
The CSDU operates in one of three modes overdriv~ s\{aiWtt through drive or under drive.
~.
I:J Overdrive = engine speed less than gener~~ed
I:J Straight through drive = engine speed samy~enerator speed
I:J Under drive= engine speed greater t~enerator speed
Some constant frequency generators ha~~lfr CSDU and generator combined in one unit
called an Integrated Drive Unit (IOU) .Q!~ated Drive Generator (lOG)
::*'C.S.D.U. FAULT INDICATIONS IN

There are several indications.in~~ockpit associated with the Constant Speed Drive Unit
and the problems which mi\!;t~ur with it. The two main ones are :-
a) Low Oil Press3eu~rThlg Lights. These will illuminate when the oil pressure drops
below a prede ·ned minimum value.
b) High Oil Temperature arning. Monitors the CSDU oil outlet temperature
er Battery is getting charged through a TRU in Series. And is parallel to
(.
RING OR PARALLELLING OF CONSTANT FREQUENCY ALTERNATORS
'heiJ running two or more constant frequency alternators in parallel they must be
cl!ntrolled in order that each one takes a fair and equal share of the load.
This "load sharing" or "paralleling" requires that two parameters are regulated :-
1. REAL LOAD
Real Load is the actual working load output available for supplying the various electrical
services and it is measured in Kilowatts (real power or true power)
~.
Real Load Sharing is achieved by controlling the Constant Speed Drive Unit (C.S.D.U.)
SAHIL KHURANA
09871866290
(~'
48
2. REACTIVE LOAD
( Reactive Load is the so-called Wattless Load which is the vector sum of inductive and
capacitive currents and voltages expressed in KVARs (Kilo Volt-Amperes Reactive).
Reactive Load Sharing is achieved by controlling the Voltage Output (Exciter Field Current)
of each generator that is connected in parallel
TRANSFORMERS.
One of the biggest advantages that an AC supply has over a DC supply is the ease with
which the value of alternating voltage can be raised or lowered with extreme efficie
the use of Transformers.
(
A simple transformer would consist of two electrically separate coils wound o
laminations to form a common core.
( TRANSFORMATION RATIO (r) = N2 = E2 f ,Ill~

Nl El _(; tV..f
(
1-.A.MINATED SOFT
IRON CORE
A.C
1NPUT
than one, then the transformer is a Step Up

n one, then the transformer is a Step Down
transformer.
~IER UNITS (TRU's)

TRU's conv~lt one voltage to DC at another voltage by combining the transformer
\ and recti~ne unit
(usuaJIV.J.lf/200vACto 28vDC) to supply the DC needs of an AC
distri'MJ!i'n system.
~·;are invariably multi phase units to achieve a smooth DC output. INDICATIONS OF

c TRU OUTPUT (AMPS) can be shown on the main electrical panel on the flight deck.
Cooling is achieved by drawing air through the unit which may be monitored for
temperature with an overheat warning supplied.
\,
SAHIL KHURANA
09871866290
(
(
49
THE RAM AIR TURBINE (R.A. T.)

( The Ram Air Turbine (R.A.T), when lowered into the slipstream of an aircraft in flight will
produce an emergency source of AC power. The output is controlled at a nominal
(
200/115 volts, three phase 400Hz. It will give limited operation only of Flight Instrument
( and Radio services in the event of Total Alternator Failure.
(
.JHE AUXILIARY POWER UNIT (A.P.U).
~he Auxiliary Power Unit (A.P. U.) is usually a small gas turbine engine mounted in the
aircraft tail con~ can be used, among other things, to drive a 200 /115 volt, three pha
alternator for ground servicing supplies, or, in some aircraft, for emergency supplies ·
air.
The A.P. U. alternator cannot normally be paralleled with the engine driven al
and will usually only supply power to the bus bars when no other source is fe
INVERTERS
An inverter converts DC to AC.
The inverter in an constant frequency AC equipped aircraft is used
emergency supply if the AC generators fail, then the inverter is
Inverters are invariably "solid state" static inverters, (transis , 1n modem aircraft
providing constant frequency AC for operation of flight in ts and other essential AC
consumers.
BONDING
An aircraft in flight will pick up, or become charg~th, static electricity from the
atmosphere. ~
Bonding will prevent any part of the air£!:_'-.ftl>m building up a potential so great that it
will create a spark and generate a fir
Each piece- of the metal structure.sf ~rcraft, and each component on the aircraft, is
joined to the other by flexible w
This process is called bondin~ ~t provides an easy path for the electrons from one part
of the aircraft to another.
SCREENING.
Screening is desi~ed !o)lrevent radio interference by absorbing electrical energy.
Static electric~~s, produced by the operation of certain electrical equipment; cr~ate
interferenc&DAlio circuits.
DISCHARGE SYSTEM OR STATIC WICKS

\ The stOti/discharge systems, or static wicks, are fitted to reduce static build up on the
~rqme. They were originally made of cotton.
current is required for home appliances to work but ac is

supplied to our houses, how is this happen?
C£ {re 1 ~ fta(' f 0('./"-

B (r( ( <\L~~ SAHIL KHURANA
'P-fv\ )-{ f>-,o.p :--r---rc'),s<Jm -z_ethiJr-.
09871866290
(-\--erc-o 35 0
(:
( 50
(
STRUCTURE~
c
( .
( FUSELAGE, COMPONENTS, AIRFRAME STRUCTURE

The fuselage is the main structure or body of the aJrcr1
(
main types of construction in use:-
1. TRUSS OR FRAMEWORK CONSTRUCT/·

Framework consists a light gau te~l tubes which form a space frame
~
( . of triangular shape to give th 1
St rigid of geometric forms. Each
(
tube carries a specific loa agnitude of which depends on
whether the aircraft is. · rne or on the ground. A strong, easily built
basic structure.
( . The framework i. ·ed by a lightweight aluminium alloy a fabric
sed aerodynamically efficient compartment.
0 k. ·..._ ,_s r- ·J 0-1 poM 1- cl Lrsno/ S ?wtfl· v9

v
SAHIL KHURANA
09871866290
(
( 51
. (~
I '
2. MONOCOQUE CONSTRUCTION
(~
FORMERS F f2 A rvt E--~

(
(
SI<··V\ ~~ rn po~rt)r 0 rt-
( -
J-__rs) cYcJ S /A.()Js>; i•r2j K.) .f-q C(l];
f
fYIJ(j eft~~
' ' l t
C)r
I
-6 1/CU.
( .
s 7 P w~f.D ~ k :r ~
(
( 'Monoc~e' is a french word meaning 'single shell'. In coque
structur All the loads are taken by a stressed skin w,· light internal
( .
frames or formers to give the required shape. Form ·o help the A/C to
withstand hoop stress which arises because of
3.
~I- ShoV'jQ,f
s~c MK- I
.SfLt·~ ~~ ~
fO <~ 0 C{ DCIC~
s[N)~~·
As a"'!!jft became larger, the pure monocoque was found not to be strong
ough. Longerons run lengthwise along the fuselage joining the frames
•
tl)gether. The light alloy skin is attached to the frames and longerons by
riveting or adhesive bonding. Remember: Longerons are also called as
Stringers(Stiffeners) Function -Stiffens the skin and assist the sheet materials
to carry loads along their length.
Bulkheads isolate different sections of the aircraft, for instance the engine
compartment from the passenger compartment. Bulkheads are of much
SAHIL KHURANA
l SEC-7, DWARKA, NEW DELHI-75
09871866290
52
(
stronger construction than frames or formers, as the loads upon them are so
much greater.
(-
FLIGHT DECK WINDOWS
The flight deck windows fitted to pressurised aircraft must withstand both the
loads of pressurisation and impact loads from bird strikes. They are
constructed from toughened glass panels attached to each side of a clear vinvl
interlayer.·
An electrically conducting coating} applied to the inside of the outer glass
iS USed tO heat the WindOW.foo ORY!h '- r'C rrtJ
~ f-o fnflf((_e
~ ~~.:s.r-L/1'\t- to ;VYJfc<cf--
wiNGS, TAILPLANE AND FIN
Types of construction are:
1. bi-plane 2. braced monoplane 3. cantilever mono
(
...i BI-PLANE CONSTRUCTION

For biplanes which fly less than 200 kts in level fLi~o a truss type design is
adequate. The bracing wires form of great rigit4J~'lNhich is highly resistant to
bending and twisting. Large amounts of d~ produced, hence lower
airspeeds.
!!f Co..,,akd t-o .Pu.2,c_ Cc"g c.. G1'10J 01t i fo,"v,+s._~

Cantilever wings have to absor1 tress~s and strains of lift and CJrag in
flight, and their own weigh on the groun~To FveV1f r3f'""ol/~
6 ~ <-D ,· ~ __.. , ,Pu e ( : " W /~_s hi ·U.J,. f-- be_ LU ('c) /Q S)- · O_s. e_
_r>. f-ee_ tO-n 1< (!_ · ·,-_s,-{::-.
CANTILEVER MONOP,
A cantilever struct"' uld consist of a front and rear spar, with the metal
skin attached to th ars to form a torsion box.
\
The ~.,.,.;.,.,.,L>,.~ "- wise members which give the wing rigidity by stiffening
~;y-e6·
SAHIL KHURANA
\, SEC-7, DWARKA, NEW DELHI-75
09871866290
53
(
Formers, or ribs, maintain the aerofoil shape of the wings. They support the
spars, stringers and skin against buckling, and pass concentrated loads from
engines, landing gear and control surfaces into the skin and spars.
u F-, r:o. f,.Ll \[ - t (!?"" cJ}<1-r .~~ o1'! J
TAIL UNITS OR STABILISING SURFACES r - ' "", c v v ' '""'' · ,
.P'""''P'~·
The tail unit or stabilising unit, sometimes called the empenage, comes in
many different designs. It can be: l. conventiona/2. T-tail 3. H-tai/4. V-tail
DEFINITIONS, LOADS APPLIED TO AIRCRAFT STRUCTURES.
Tension.
A tension, or tensile, load is one which tends to stretch a structural
Components designed to resist tensile loads are known as ties.
Compression.
Compressive loads are the opposite of tensile loads an
structural members.
Components designed to resist compressive loaos
Shear.
( ) Shear is a force which tends to slide on~ facl(olthe material over an adjacent
~ ')
face.
Rivetted joints are designed to res·
COMBINATION LOADINGS.
\ '
Ben~Q,glof the structure involves the three basic loadings, i.e.

l/L ,.('-~ t:yv- (.
A} T~sion as the outer edge stretches. 'J..""
) b}compression as the inner edge squeezes together. T ~

~ T
c) Shear across the structure as the forces try to split it .
.!
Torsion.
Torsion or twisting forces produce tension at the outer edge, compression in
·i the centre and shear across the structure.
SAHIL KHURANA
09871866290
(
54
(-
Stress.
( Stress is the internal force inside a structural member which resists an
externally applied force and, therefore, a tensile load or force will set up a
tensile stress, compression loads compressive stresses etc.
( Stress is defined as the force per unit of area
Strain.
(
When an external force of sufficient magnitude acts on a structure, the
( structural dimensions change. This change is known as strain and is the
the change in length to the original length and is a measure of the d
(
of any loaded structure.
(
Buckling.
Buckling occurs to thin sheet materials when they are
and to ties if subjected to compressive forces.
i (
Design Limit Load (DLL)
This the maximum load that the designer wo
component to experience in service.
Design Ultimate Load (DUL).

The DUL is the DLL x the safety f e minimum safety factor specified in
design requirements is 1.5. T cture must withstand DUL without
collapse.
COMPOSITE MATERIAL
Composite materi~a· ~~ufactured from reinforcing fibres embedded in a
bonding resin. As t · terials can be moulded, they are described as plastic.
ADVANTAGESQF CO POSITE MATERIALS
using composite material over alloys are:
rty to arrange the fibres to obtain directional properties
rstent with the load
l . • _..J.Jife ability to make complex shapes, since the material is not
I,. ,. homogeneous
• Weight savings
• Resistance to corrosion
• High specific strength
• High specific stiffness
SAHIL KHURANA
09871866290
(
55
' (
DISADVANTAGES OF COMPOSITE MATERIALS
( The disadvantages of composite materials are:
• They are quickly eroded by hail, sand, etc, so leading edges must be
sheathed.
(
• They are difficult to repair.
' ( • They can absorb moisture if the material is not correctly sealed
( EACH MATERIAL IS CHOOSEN FOR A PARTICULAR PROPERTY
Titanium is much lighter than steel and can be used where fire prot
(
required i.e. firewalls. It has good strength and retains this and its'
resistance up to temperatures of 400 oc.
(
Magnesium alloys are also used, their principal advant ng their weight.
This gives an excellent strength to weight ratio (alu is one and a half
( times heavier) . The elastic properties of magnesiu'
so its use in primary structures is limited.
Aluminium and its alloys are the most wide v
due to a good strength to weight r~ 'duralumin' type alloys

predominating due to their good f · resistance. [X~>&'\ d u--cu/.1'- ~ e_. •.L
,, ~ \~ C)v'H r1 ul f- ~-~ ~ V~-fJ I s.
Steel and its alloys are only.,.~here strength is vital and weight penalties
can be ignored.
When aluminium i~ ~~d with 4% copper (AI-Cu) the resulting alloy has a
~ t31J~strength-to ~t ratio, a good fatigue resistance and is easier to use in
manufacturi.~~
~it is softer than AI-Zn alloys. This material is often called
Duralumi~) extensively used in the Production Of Aircraft.
e airefaft structure, as a whole, and components within the aircraft are given
(
afe life. This is based on one, several, or all of the following:
\
• Cumulative flying hours
• Landings
• Pressurisation cycles
• Calendar time
SAHIL KHURANA
09871866290
(
(
56
( ·.
FAIL-SAFE STRUCTURE
-- ( ..
Fail-Safe
( To achieve a fail-safe structure, no one item within a structure takes the entire
load. It is shared by several components, thus there are multiple load paths.
(
This redundancy of items allows the structure to continue operating normally
( up to the static ultimate for a limited period.
These are not preferred due to the fact it is difficult to Find out the damage
occurrence area in the structure
Therefore A programmed inspection is required
Damage tolerant structure -

' ( Fail safe structures are rather heavy due to the extra
(
structural members required to protect the integrity
of the structure. Damage tolerant structure eliminate.
(
the extra structural members by spreading the loafiffl'lll or ... p .... .............
( ! 7f structure over a larger area. This means that th
damage can be detected during the normal in.
occurs. '
SPEED BRAKES
e devices to increase the drag of an aircraft when it is

ecelerate quickly or to descend rapidly
To o~fe them as speed brakes they are controlled by a separate lever in
e ~ockpit and move symmetrically.
Si)oilers function as a roll control whilst being used as speed brakes, by
moving differentially from the selected brake position.
SAHIL KHURANA
09871866290
(
( 57
(
LANDING GEAR
( I
The functions of the Ia nd i ng gear are:-
a) To provide a means of manoeuvring the aircraft
b) To support the aircraft at a convenient height t~
flaps, etc. and to facilitate loading. ~
c) To absorb the kinetic energy of landing a(l~ide a means of controlling
deceleration. !JitvJc. fL tlbscX b ·
LANDING GEAR TYPES. FIXED OR
With slow, light aircraft, and so r aircraft on which simplicity is of prime importance,
i a fixed (non-retractable) land ar is often fitted, the reduced performance caused by
I '
the drag of the landing g g flight is offset by the simplicity, reduced maintenance
and low initial cost.
With higher performa a1rcraft, drag becomes progressively more important, and the
landing gear is d into the wings
(.
ring Steel Legs. Spring steel legs are usually employed at the main undercarriage
~
~""'sitions.
leg consists of a tube, or strip oftapered spring steel, the upper end being attached by
) s to the fuselage and the lower end terminating in an axle on which the wheel and brake
are assembled.
2. Rubber Cord. When rubber cord is used as a shock-absorber, the undercarriage is

usually in the form of tubular struts, designed and installed so that the landing force
is directed against a number of turns of rubber in the form of a grommet or loop.
SAHIL KHURANA
09871866290
(
58
(
c
(
( }
Oleo-pneumatic Struts.! Some fixed main undercarriage\~)! most fixed nose

undercarriages, are fitted with an oleo-pneumatic~h~bsorber strut.
Spats are an aerodynamic fairing which may

landing gear structure.
The outer cylinder is fixed rigidly t1 ·rome structure by two mounting brackets, and
houses an inner cylinder and a ·sembly, the interior space being partially filled
with hydraulic fluid and infl. compressed gas (air or nitrogen).
\
l
( '
•
UPPER
T~~)UE
LOWER
7CJPf l.S( ~ 5c-'f:5
1
T ORQU
LINK
SAHIL KHURANA
\ SEC-7, DWARKA, NEW DELHI-75
09871866290
(
( 59
OLEO-PNEUMATIC STRUT OPERATION.

( a) Under static conditions the weight of the aircraft is balanced by the strut gas pressure
and the inner cylinder takes up a position approximately midway up its stroke.
b) Under compression (e.g. when landing), the strut shortens and fluid is forced through
the gap between the piston orifice and the metering rod, this restriction limiting the
(
speed of upward movement of the inner cylinder.
( c) As the internal volume ofthe cylinders decreases, the gas pressure rises until it balances
the upward force.
(
d) As the upward force decreases, the gas pressure acts as a spring and extends the inner
cylinder. The speed of extension is limited by the restricted flow of fluid through the
orifice.
e) Normal taxying bumps are cushioned by the gas pressure and dampened by t
flow of fluid through the orifice.
t
( .
~
'·
as a damper to control both the rate of compression during initial

ing load and the recoil action of the leg.
e gas charge, normally nitrogen as it is inert (can be compressed air for light aircraft),
su~ports the weight of the aircraft and absorbs the loads.
OIL CHARGE - LEAKS OR LOSSES

The most likely place for an oleo oil leak is from the GLAND SEAL at the bottom of the upper
leg. As oil is lost, there is a Joss in the oleo's damping action.
SAHIL KHURANA
09871866290
( .
60
(
An undercarriage unit has to withstand varying loads during its life. These loads are
( transmitted to the mountings in the aircraft structure, so these too must be very strong. The
loads sustained
(' are;
a) Compressive (Static and on touch down)
b) Rearward bending. du...r·(l'v:j {'g-rVJ('Jcd hr'D'!tY'MYit--
c) Side (During cross wind landings, takeoffs, and taxying)
d) Forwards (during push back).
e) Torsional (Ground Manoeuvring).
(
NOSE UNDERCARRIAGE.
A nose undercarriage unit, is usually a lighter structure than a main unit since it~~ less
weight and is usually subject only to direct compression loads. Its design is com 'ca
~
by a
several requirements:
( a) Castoring.
b) Self centering.
c) Steering.
d) Anti -shimmy.
( *Castoring is the ability of the nose wheel to tum to eithe.t s

differential braking or aerodynamic forces on the rudd
SELF CENTERING.
(
Automatic self centering of the nose wheel i nnal prior to landing gear retraction. If the
( nose gear is not in a central position prior
•
retraction, the restricted space available for
'·
its stowage will not be sufficient and s mage may be caused
Centering is achieved by either a oaded cam or a hydraulic dash pot.
A method of steering !_s f:_~ea to enable the pilot to manoeuvre the aircraft safely on the
ground. Early method~ved the use of differential braking.
I sing Hydraulic systems are now common to most large commercial
aircraft,
·storing of the nose undercarriage when required, i.e. towing, a by-pass is

provi~-\'\the steering system hydraulics to allow fluid to transfer from one side to the
other.
"""heg steering is selected this by-pass is closed by hydraulic pressure.
\ S~ring is controlled, depending on the type of aircraft, by:-
a) A separate steering wheel. (i:i f I .(0.(:)
b) Operation of rudder pedals.
Incorporated in the steering system are;-
a) Self-Centering jack.
b) Shimmy damper.
SAHIL KHURANA
09871866290
;(
61·
(
Steering Operation.
DOVIIN
LINE
PRESSURE
(' AIR
CHARGING
VALVE
CHANGE-OVER VALVE
( ACCUMULATOR
(\
( \
(
~\
('
( I
( \
Self Centering operation. An inner cylinder in each steering j 2 ~~ected to the landing
(
gear 'up' line and is supplied with fluid under pressure when fh~nCiing gear is selected up.
( ) The steering jacks extend equally to centralise the nose '(h~fore pressure is applied to
the nose retraction jack, and the by-pass valve allows fl\i"lt(_"m the steering jacks to flow to
(
'- the return line. ;t{- ~
DOWN LINE FOR~RING
~NOSE WHEELS
( Due to the fie hyre side walls, an unstable, rapid sinusoidal oscillation or vibration
is induced into the nose undercarriage.
Exce~\immy, especially at high speeds, can set up vibrations throughout the aircraft
c e dangerous.
c ..
my c~m be reduced in several ways:
(:, a) Provision of a hydraulic lock across the steering jack piston.
b) Fitting a hydraulic damper.
c) Fitting heavy self-centering springs.
l_· d) Double nose wheels.
e) Twin contact wheels.
(,_
SAHIL KHURANA
09871866290
(
(
62
(
OPERATIONS
( FUNCTION OF SEQUENCE VALVE-
(
Mt {N<r-rc·
(
fa +(AC!V'
Q) Q._
(
When the Nose Undercarriage is fully retracted it is retained in NLG Uplock ,·. ~ · Doc.rt ~~
( (Hydraulically released- Spring Applied). .-" ~ 6J 1-r/0 {1'
/rr r·u
the One Way Restrictor ( Restricted Flow )which restricts the r1 id return acting as a)- D G-t C11 tOJ..rr•
\' door speed damper.
(
I l] V\ t- ' :1 /·__, d I'( c~!t__j

~-::)c.J.,/1
'
f- e. LD c, CQ taJ-< ofa vH\ © I cDc fe_w/
~-C) y ~0 Vl.S:
flED L . h~.
.1:1 Y'{lj}Jf t ..._
~ '-..)
;, .( . 6r {OJrC" up b4 1- JV)f- ! ()(' IL4d

&-r ~c.-{r( ,· ../) f-n;~ ,·-c
riage system operates in such a manner that a green light is displayed

e is locked down, a red light is displayed when the undercarriage is in
ts are visible when the undercarriage is locked up; bulbs are usually
oid the possibility of false indications as a result of bulb failures.
~
e: ~rictor valves are normally fitted to limit the speed of lowering of the main
deJcarriage units, which are influenced in this direction by gravity. The nose
\ ercarriage often lowers against the slipstream and does not need the protection of a
(.
restrictor valve.
INADVERENT RETRACTION OF LANDING GEAR
1. GROUND LOCKING PINS-Otne__ f LOLLed- ·· "'- !; ue 11\_CY< 1. CJ> c C( I ,'D-" I" t4 ( c
LA] lv-r~- c. '0-T'_ w ca 11 p
v\~c,r'c 0( I 6 -&___ ~ fl W?.
1\
SAHIL KHURANA
~ SEC-7, DWARKA, NEW DELHI-75
09871866290
(
( 63.
(
2. GEAR SELECTOR LOCK -
( To prevent inadvertent retraction of the landing gear when the aircraft is resting on its wheels,
a safety device is incorporated which preve ts movement of the selector lever. This safi
device consists of a spring-loaded plunger hich retains the selector in the down ositio
is released by the operation of a solenoid.
Electrical power to the solenoid is controlled by a switch mounted on the shock absorber strut
(Dart ofthe air\ground logic circuits).
(
( 3. AIR/GROUND LOGIC SYSTEM

Micro switches are placed in the main landing gear oleo's so that their position will be
changed when the weight of the aircraft compresses the oleo, or alternatively, on take
when the weight of the wheel and bogie assembly extends the oleo.
These circuit will prevent the running of the pump and thus the pressure in the u/Tnu:•. not lY
(. completing the circuit of pumps causing the landing gear staying deployed O'tll!..._~ even if
up gear selector is selected.
i (
A HYDRAULIC GEAR RETRACTION SYSTEM.
A hydraulic system for retracting and extending a landing gear norm~Y'
engine driven pumps, alternative system being available in case of~~fl
aircraft a self-contained 'power pack' is used, .-.
EMERGENCY LOWERING SYSTEMS.

A means of extending the landing gear and locking it in t
for the eventuality of main system failure.
a. Landing gear can be extended by c resS'ed cylinder of nitrogen or
4t.c On some aircraft the up-locks a b-ed mechanically or electrically by manual
selection. The landing gear 'fi under its own weight and the down locks are
engaged mechanically.
.b. 6-~l"IA.<!~ C>"1 S,o me... P. I c..
I
SAHIL KHURANA
09871866290
(
( 64
(
TYl<E:S
AQUAPLANING
( The term given to a condition where the aircraft's tyres are riding on a liquid film and are
not indirect contact with the runway surface is aquaplaning. The resulting effects are:
- (
Wheel skids, which damage or burst the affected Tyre(s), due to the brakes lockingthe
wheel{s)
DYNAMlC AQUAPLANING 1 ' I I

cXOrWJ.p-Li21"('!· ~.' C/Jf1J/..f
t•l!i!!l DitectiQn df Travel Tyrelifted Qff Runway
Increased landing roll, due to the loss of braking efficiency

Loss of directional control
I
Aquaplaning, a European term,can also be referred to
term.
v ,-s_ CCJU-6 ' W!Nl "' , r/1\errt ,_r,. fh, jr, I u f
r'( '(Y)
wt2J te rt" c9 V\_ ~ wy , ...0 lA ~ ( It\ w ;1 be_ C &11 fP N~ /-Fo( b(j ty-e_O{d
Dynamic aquaplaning occurs whe. 'ing water on a wet runway is greater
than the tread depth of the tyre.
Tyre Pressure in Bsf .

·ss of·Gontaminant
. . . ,., ·,....· . '
\
The ~fljlity of aquaplaning increases as the depth ofthe tread is reduced, it is therefore
~
. r.portml that the amount of tread remaining is accurately assessed The coefficient of.;;tf-
namic friction will reduce to very low values, typically 0, when aquaplaning. .
\
(
ACTIONS TO MINIMISE AQUAPLANING ON LANDING
~ Avoid landing in heavy precipitation. Allow time for the runway to drain.
~ Know the aquaplaning speed of the main tyres and nose wheels. 6:!_
·-r~ h:? Lao~ JS e (ou:> ret cA"r-1-(i}V) rr/\.!2( <"s P-e.eol.

. SAHIL KftURANA
09871866290
(,
ft/c 16~1~ G ~ ~~ e PI-e c f-,'ve_ c:>v1 Do__J R \NY
(" Ye v-P~ fh~ ~- r-1, ry,_e:J~ ~ c He /-;V'{ e_ 0V7 uJe_ t- Rw'/65
(
~ Use flaps to land at the lowest practical speed.
~ Do not perform a long flareor allow the aircraft to drift in the flare.
(-
~ Touch down firmly to punch the tyres through any moisture and do not
("
allow the aircraft to bounce, as the distance covered in the bounce and
(
the bounce protection system reduces the available br~J!king distance...
~ Apply forward column pressure as soon as the nose wheel is on the

. runway to increase weight on the nose wheel for improved steering
effectiveness.
WHEELS FOR TUBELESS TYRES.

( '
( Wheels for tubeless tyres are similar in construction to non-tubeless bu

finer finish and impregnated with Bakelite to seal the materiaL '0'
( I between the parts of the wheel to prevent leakage.
Unlike tubed wheels, the valve is built into the wheel itself am}li~ot affected by creep. ·
(
( ' TERMINOLOGIES
Crown _._ -r 0-.e.. mod- c.StYO'L[)eD+- ?,

This area has the tyre tread and is desi'l!ll;red~o withstand the wear of normal
oper~tion.
Shoulder A-VI O ~r-r lA. f ~ T(;yc..- · w ,'f r ~ lvJ w ~c_ w{orr olr _s ~ u t&:"'-
This is a change in profile thlfJolss from the crown and is not designed to
take wear.
~-
Sidewall
\. This is the thinne""'-~ 'herefore, weakest section of a tyre and is designed to
flex when loads are 'Plied.
(
to fit against the rim of the wheel, known as the bead seat.
SAHIL KHURANA
09871866290
(.:
66
(
I\ The Regions of the Tyre
( The most popular tread pattern is that termed Ribbed, its is formed from circumferential
r-·· grooves around the tyre.
\
( Not seen so frequently now, but still termed the all weather pattern, is the Diamond tread
pattern.
(
The tube is inflated through an inflation valve, in which the stem is attached to the r,
base by direct vulcanisation, and the rubber is vulcanised to the tube, renewal oft,
inflation valve is not permitted
TUBELESS TYRES
These tyres are similar in construction to that of a conventional cov, ·e with a tube,
but anextra rubber lining is vulcanised to the inner surface and t, ·side oftyre. This
(
lining, which retains the air pressure, forms an airtight seal o el rim.
(,;
-,i'The inflation valve is of the usual type, but is fittedwi
the wheel rim. The advantage of tubeless tyres ov1
conventional tyres include the following:
a) .The air pressure in the tyre is maini ver longer periods because the lining is
unstretched.
(
b) Penetration by a nail or simill
because the unstretched linin
c) The tyre is more resisl~mpact blows and rough treatment because of the
(
increasedthickness o~ing, and the lining distributes the stresses and prevents them
\
ube means an overall saving of approximately 7.5% in weight.

(.
ve damage by creep is eliminated.
PRESSURES
The difference in landing speeds, loading, landing suifaces and landing gear construction
of aircraft make it necessary to provide a wide range of tyre sizes, types of tyre construction ·
\.·
and inflation pressures.
There are four main categories of tyre pressures, which are as follows:
SAHIL KHURANA
09871866290
(
67
(
a) Low Pressure. Designed to operate at a pressure of 25 lb. to 35 lb. per sq. in,
( used on grass surfaces.
( b) Medium Pressure. Operates at a pressure of 35lb. to 70 lb. per sq. in, (2.42- 4.83 bar)
and is used on grass surfaces or on medium firm surfaces without a consolidated base.
c) High Pressure. Operates at a pressure of70 lb. to 90 lb. per sq. in, (4.83- 6.21 bar) and is
suitable for concrete runways.
d) Extra High Pressure. Operates at pressures of over 90 lb. per sq. in (some tyres oft,
type are inflated to 350 lb. per sq. in), the tyre is suitable for concrete runways.
TYRE MARKINGS ~
'"5t The letters ECTA or the symb~re used to indicate a tyre that has
added to the rubber compoun"Ko make i~-electrically conducting to pro
(grounding) between the aircraft and ground
(
1 mark DGCA Question
£ C7 11 - 1- 'f' ~ Cc3ri 6c)l':
CQV1 te 'f\ ~· Ac{o0;;i
.l
W6:Suo!.
'RMATION IS PRESENT ON THE SIDE OF THE TYRE-

:rked on its sidewall and includes the following information:-
(
meter in inches.
ameter in inches.
;_r the tyre in inches.
Ply Rating
In this case, the tyre has the strength equal to 22 cotton plies:
Note: The ply rating number does not indicate the physical number of piles.
SAHIL KHURANA
09871866290
(
68
Together with the load rating, it indicates the strength and corresponding
( inflation
pressures. See AEA No. below.
(
Load Rating
In this case, the tyre has maximum static load of 30100 lb.
(
Part /Vo.
This is a number specific to the company who manufactured the tyre.
Speed rating
In this case, 245 mph is the maximum groundspeed for which the tyre i.
and approved.
(
Tyre Pressure
This indicates the tyre pressure at which the tyre is inflated to
to the aircraft.
/tWL \JG- N7 .S,
Green or grey dots painted on the sidewall of the tyre indicat~!i~"'lld"tion ofthe "awl"
vents. Awl vents prevent pressure being trapped between the)~ """i:hich would cause
disruption of the tyre carcase if it was exposed to the 101f..~res experienced during
high altitude flight
BALANCE MARKER '92-<(){ J)d' -

('
The lightest point of a tyre cover is i d by a red spot or triangle paint~d

on the sidewall of thetyre.
EFFECTS OF AMBIENT TE1
As an approximat~e,,ny increase in the ambient temperature by 3'C (5' F) .

causes the tyre's i · n pressure to increase by 1 % and vice versa. If an
aircraft is flyinq to a estination where
theambient t~ture differs by 25'C, adjusting the tyre pressure for the
coolercli
~
'EPfSLIPPAGE)
en ·tyres are first fitted to a wheel they tend to move slightly around the rim. This
\ p nomenon is called 'creep' and at this stage it is considered normal After the tyres settle
down this movement should cease.
In servicl!fhe tyre may tend to continue to creep around the wheel If this creep is
excessive on a tyre fitted with an inner tube, it will tear out the inflation valve and cause
the tyre to burst
SAHIL KHURANA
09871866290
:(
. (
69
(.
Creep is less of a problem with tubeless tyres, as long as the tyre bead is undamaged and
( any pressure drop is within limits
;;fCreep is less likely to occur if the tyre air pressure is correctly maintained To assist in this,
tyre manufacturers specify a RATED INFLATION PRESSURE for each tyre. ,' I'J J-N fi.jv-, t- vo'-" ucr)
This figure applies to a cold tyre not '!:J!:der load, that is, a tyre not fitted to an aircraft
(
Distortion of the tyre cover when thlWeight of the aircraft is on it will cause the tyre
pressure to rise by 4 %. When checking the tyre pressure of a cold tyre fitted to an aircra.
should mentally add 4% to the rated tyre pressure.
(
;lf"During use, that is during taxying, take off or landing, the tyres will become heate,
can cause up to a further 10% rise in tyre pressure.
(
TYREDAMAGE
Inspecting the aircraft on a pre-fiight includes checking the ~ Pilots
qualified on type are able to check and top tyre pressureli'lft,"\ operator and
the authority agree. Some of the common causes of tJIT~age include:
DRY BRAKING FLAT SPOT

; (
1,, Dry Braking Flat Spot

Locked or non-rotating wheels on dry run nown in diagram 8.39, cause
fiat spots. The skid can wear through tfle t,Yl cover and has a distinctive
onion ring pattern.
WET BRAKING FLAT SPOTS
' These occur on wet/dam, ·ay surfaces when the wheel aquaplanes
dynamically or through _ ~rted rubber skid. This shows the result of a wet
skid. The affected ar,e~, the tyre has the appearance of melted rubber.
FOD·
Foreign objeot_~mage (FOD) describes items that should not have been there
but were aJ,~'\vTsubsequently damaged an aircraft or its equipment. FOD
also de!!f~;[!.~')tems that can present a hazard to an aircraft due to their
locat:
l
~o IJIJt attempt to remove any item stuck in a tyre. It could be lethal. The
\ dttrrect course of action is to report it, so that the aircraft engineers can
reduce the tyre pressure and replace the wheel. A screw has greater grip and
sealing properties than a nail due to its thread.
\_ The tyre requires removal if: v.f'O\. I/' eo{ C)v(, f-· ]. ./Y\ v-f\, bt? 1-eFrf. ~ Da rf-c) ~ 1' f)
1. Any cut penetrates the casing plies ~ I V\ o\ •'c ct J-c.x ( t-r-CI" bod
1--e r{' J--,, e_
SAHil KHURANA
I
'....
09871866290
70
2. ·Cuts extend for more than 35 mm or 50% of any tread rib with a depth of
50% or more of the existing rib
3. Any cut exposes the casing cords
(
1f"FUSIBLE PLUG( thermal plugs)
As a safety precaution, to prevent over-pressurisation through overheating,

fusible plugs are fitted in tubeless tyre wheel hub assemblies).
(
.
·. .
Fusft)le Insert .· ·
l rbca J,-oV\ ~ w we
-~- .. .·.
r
seal
sUSie Plug
These plugs have a threaded insert of/ow me/ti~"ti;t alloy. If the wheel
temperature reaches a point where the fusiJl..fiN4~ri melts, the tyre infiation
medium (nitrogen) is released at a controlllii11te:te.
This prevents tyre covers from exp/1 t high temperatures. The common
value for an air transport aircraft f4- • lug is 177C.
rso"t 1 77 ·c_
2 o indicate that the plug is sjff)_ff/lis tem.peratu;e, it is coloured red1 c-r_,...-~..,e o0
')f11 rrolonged braking leads t~yre deflation.
This works on the priD.c at prolonged braking generates excessive heat

and the fusible pJu,
The friction pa, ·e fllade of an inorganic friction material and the plates of 'heavy' steel
(
with a special1 ardened surface. It is this surface which causes the plates to explode ·
if doused w, · 'fire extinguish and when they are red hot In the unfortunate event of
a wheel 'e fire, the best extinguishant to use is dry powder.
I ~If the""""~Wikes become too hot, they will not be able to absorb any further energy and their
~i" to retard the aircraft diminishes. This phenomenon is termed Brake Fade.
(
~ If the return spring inside the adjuster assembly ceases to function, or if the unit is wrongly
adjusted, then they could be the cause of a brake not releasing correctly. This is termed
Brakedrag. ·
It is important that the thickness of the brake lining material is carefully monitored.
SAHIL KHURANA
09871866290
71
~On multiple disc brake systems, the most popular method ofgauging the depth of
brake lining material remaining is by checking the amount that the retraction pin (or the
indicator pin, as it is sometimes called) extends from (or intrudes within) the spring
housing with the brakes o 1/
c
(
("
i (
( ANTI SKID SYSTEM

( As the pilot's foot pressure is the controller oft~ \lft'e pressure, it is
possible to apply a pressure great enough to lo\~e brakes and prevent the
wheel from turning, causing the wheel to s!~is damages the tyre to the
point where it can burst (see tyres), reduce braking efficiency, and lose
directional stability. To overcome this,~- id braking systems are used on
modern aircraft.
The basic principle of these systems se ofthe inertia of a flywheel as a sensor of

wheel deceleration.
A wheel directly driven by the 'heel is coupled to the flywheel by a spring. Any
changes in aircraft wheel v, ause a relative displacement between the flywheel and
the driven wheel This r, placement is used as a control signal to operate a valve in
the hydraulic brakin to release the brake pressure Q:J t- ~e .s..l CJwu f ~ c-t VI .., -~
w tr..e-e ~
. (
lf!li:e.JJWad categories of anti-skid:
'EN TO BE ON AND WHEN OFF?)
\. hanical systems.
"' Sembtrnodulating
~ese are first generation electronic systems.
)
I, Fully Modulating
These are the modern electronic systems fitted to air transport aircraft.
Aircraft fitted with an anti-skid system cannot take off unless it is serviceable.
In the event of a power supply failure to an electronic anti-skid system
SAHIL KHURANA
\. SEC-7, DWARKA, NEW DELHI-75
09871866290
72
In the event of a loss of normal pressure supply to the brakes when an anti-
skid device would be operating, provisions must occur for sufficient operation
of the brakes to bring the aeroplane to rest when landing under runway
surface conditions for which the aeroplane is certificated.
If anti-skid devices are installed, the devices and associated systems must be
( designed so that no single probable malfunction, or failure, results in a
hazardous loss of braking ability or directional control of the aeroplane.
ELECTRONIC ANTI-SKID SYSTEMS

(
The electronic system comprises three main elements:

a) A sensor which measures wheel speed.
(. b) A control box to compute wheel speed information.
c) A servo valve to modulate brake pressure.
(
To enable the pilot to have full control of the brakes for taxying and fl1lpil/lluvring, the
; ( anti-skid system is deactivated, either manually or automatically, -IG'th.lhe aircraft has
slowed down to below approximately 20 m.p.h., it is assumed ~\tuJthere is no further
: ( danger of skidding.
The alitiskid valves receive hydraulic pressure from the n
c
Auto brake selections, deceleration rates, an. brake pressure
Selection Rate of deceleration Hydraulic p
applied
Max, 12 ftlsec 2100 psi
Max, 14.7 ft/sec2100 psi
RTO Uncontrolled rate of decele
~.·
SAHil KHURANA
SEC-7, DWARKA, NEW DElHI-75
09871866290
c
( ~
ANT/ICING AND DE ICING 2. OV<(J--(.~c_s
(
Types of Ice:
( a}Hoar Frost
b}Rimelce
( c}Ciear or Glaze Ice v,_e:;, r D CJf'.D'f?'rrJ ,·,.c,
'---·:
Formation of ICE leads to
•!• large changes in the local pressure gradients.

•!• The extreme surface roughness common to some forms of ice will cause high
friction and a considerable reduction of boundary layer energy.
sr;a1
•!• -a considerable increase in drag and a large reduction in maximum lift coeflil;ii
•!• Higher takeoff run and landing run
Icing on aircraft in flight is caused primarily by the pre,

water droplets in the atmosphere. Their existence i
(
temperature ranges from 0 C to -7 Deg. C
Two different approaches are generally us

a) "De-icing" where ice is allowed to accu ·e prior to being removed.
b) "Anti-icing" where the object is to ·nt any ice accumulation.
There are a number of avenues which nee ·;ng and these include detection and warning
systems and the methods used to prate tcraft, which can be any or all of the following:
../ -< c.-{ b Guo b (}V j.

../ Thermal i) Electri
o ii) Oil h
o iii) Air A ~ 'h , - L Ce.
(. ../ ·gpointdepressantfluids. (FPD) -y crrc ::L ( T'ff?t=- E F r u;-"c.~
(. ,is the application of continuous heat or fluid.

..,_,...... ., is the intermittent application offluid, heat or mechanical effort•
..
'HAN/CAL 'DE-ICING'
Pneumatic de-icing systems are employed in certain types of piston

engined aircraft and twin turbo-propeller aircraft.
De-icerBoots. The de-icer boots, or overshoes, consist of layers of natural rubber and rubberised
fabric between which are disposed flat inflatable tubes closed at the ends.
SAHIL KHURANA
09871866290
74
The tubes are made of rubberised fabric and are vulcanised inside the rubber layers. In some boots
( the tubes are so arranged that when the boots are in position on a wing or tailplane leading edge
the tubes run parallel to the span; in others they run paralleito the chord.
Air Supplies and Distribution: The tubes in the boot sections are inflated by air from the pressure
side of an engine-driven vacuum pump, [rom a high-pressure reservoir or in the case of some tyPes of turbo-
propeller aircraft. from a tapping at an engine compressor stage.
(
C r-ce__ot{ /-, v ""' o) A-

(
r h /-7rZ_ J-u }:,.(J _
THERMAL "ANTI-ICING" AND DE-ICING
)¢' Hot air systems on modern aircraft are gen gine bleed air and are said to be 'anti-icing'•
./ Other methods of obtaining the will be described, and depending on the duration of
application and the tempera Jed, they may be either de-icing or anti-icing systems.
1
.! In this system, the leading edgf\fe~lts of wings including leading edge slats but not leading edge
(· flaps, and tail units are usu~lwlawfled with a second, inner skin positioned to form a small gap
between it and the insse·de e ading edge section. Heated air is ducted to the wings and tail
(: units and passes into t roviding sufficient heat in the outer skin of the leading edge to
( ...
melt ice alreadyformed a prevent further ice formation.
! (
systems in use for air intake de/anti-icin/,!J_ hot air bleed system ani.Jn
heating system, and although the latter is usually chosen for turbo-propeller
ide protection for the propeller, there are some examples where both systems are
rised {isr_j\ination.
A>f~rwzlies: There are severo/ methods by which.J/le heated air can be supplied and these include
b'1hding of air from a turbine engine compresso't{fieating of ram air by passing it through a heat
exchanger located in an engine exhaust gas system, and combustion heating of ram air.
@
The heat exchanger method of supplying warm air is employed generally in aircraft powered by
turbo-propeller engines
\,
SAHIL KHURANA
09871866290
~;x- h_Ge u_s J ~U2ef-- e ::L r ~Yifj CG k) ~
p(J ~(C}
I
,'{ ~{ bred o·'c-
75
~' ,S 0' 'JO ,: ( C{ bf t'.,-
1"";:\e~ ,•.•~J: ...J,..,

·:J'i!.iJ~~i.t~'s ali111
..... r.,p .
f ,;, ,, .;, ><i > ·~ .l•""''' '"'>''-'> ;.,,1
Exhfluat a••
(
.J
(
Electrical Heating System.
In an electrical heating system, heating elemen

bonded to the air intake structure of the engi
The power supply required for heating i~

arrangement adopted in a widely us,
~oth anti-icing and de-icing te. are employed by using continuously heated and
intermittently heated eleme ctively.
The elements are sand·

I
'!'l.i~irectly to the continuously heated elements, and via a cyclic time switch
ntly heated elements and to the propeller blade elements.
witch units control the application of current in selected time sequences

·ith prevailing outside air temperature conditions and severity of icing•
..
tiD SYSTEMS
This system prevents the formation of ice on surfaces by pumping de-icing fluid to panels in the
leading edge of the aerofoil, and allowing the fluid to be carried over the surface by air movement.
SAHIL KHURANA
09871866290
76
wing distribution •...

pane fa
\,
The fluid is supplied from the storage tank to the pump through an inte • The pump has a
single inlet and a number of delivery outlets to feed the distributors on ro foil leading edges.
To protect the pump and the system from damage due to pipe bl(fc, ·c, the pump
incorporates a safety device which relieves abnormal pressure ucing the flow. There are two
' (
types of distributor for use with the system, i.e. strip and p
( WINDSCREEN PROTECTION. ~ :...r( .

~ndscreen protection is provided by fluid
(
I.
rw :wstem: The method employed in this system is to spray the windscreen panel with a
methyl~.gjlbhol based fluid•
.l(he P{inciple components of the system are a fluid storage tank, a pump which may be a hand-
~ ~rated or electrically operated type, supply pipe lines and spray tube unit.
Electrical Anti-icing System: This system employs a windscreen of special/aminated

construction heated electrically to prevent, not only the formation of ice and mist, but also
to improve the impact resistance of the windscreen at low temperatures.
REMEMBER AC current is supplied to windshield units
SAHIL KHURANA
09871866290
77
PROPELLER PROTECTION SYSTEMS.

(· Ice formation on a propeller blade produces distortion to the aerofoil section, causing a loss in
efficiency, possible unbalance and destructive vibration. The build up of ice must be prevented and
I there are two systems in use.
Effects of ice
... distorts aerofoil
... Callses inbalance
... vibration
(.
... loss of efficiency
Protection by
~ ... anti-icing fluid system
... electrical thermal
I
' ·r de- icing system
Protection is provided either by an Anti-Icing fluid system,

De-Icing system.
1. PROP DE-ICING IS DONE BY ELECTRICAL HEAT~UIPMENT'S VIA CYCLIC TIME SWITCH

(DE-ICING)
2. TO PREVENT PROP HEATING, HEATINCiE'UM'ENTS ONLY TO BE USED WHILE PROP ARE
ROTATING
3.
A I .sv toN? k rA ,Q.2. ,~ (e_~~~.h.. CQrof o< f.s.u ~·t-reoi

b ~··rid s e~~e~.
s -rce_ l:r:K p--c0be' h'ffed f ~ r- k(? A-( C IJU~ kS,
P"' "rc. r'p1 e.- c9 C- P.-<tC[ rAP"'(~ v ;b~ triYI .~, .
..,;-() p I' '0 Foe cr b e UJ W Q poe d t '6 f'Y' r' V'4i y, /, ff v-e_. I
( .
. \
SAHIL KHURANA
1\,, SEC-7, DWARKA, NEW DELHI-75
09871866290
\.
78
EMERGENCYEQYIPMENTS 2
~
SMOKE DETECTION
(" Smoke detection systems are employed where it is not possible to keep a bay
or compart~te.g. cargo or electrical equipment, under constant physical
surveil/one stem of detectors are employed in each compartment bay
which can give remote warnings of
smoke, can be tested from the flight deck, and can be re-set when a w1
is received in orderto verify it.
Smoke and flame detectors operate according to several differe,
for example:-
a.Lightdetection ~ ~p~co\ pht2)(:-o- (! (rt( ~"{[.. 1
b. Light refractj,on r
"I c. Ionisation (_tA);,-w/ r' V\ 1--r-O O~J''"' C' I{_)
( I
d. Change in resistance of semiconductor
a. Light detection system - designed to

or a change in infrared radiation.
PHOTOELECTRIC LIGHT SCATTER 0
AirFiowa.. -""'-,,
f- Inducer Fan
\ \
\
\
Sensor
To Flight Deck
A_s light travels in a straight line through clear air, a photoelectric light sensor
) i~laced out of linefrom a light source in these detectors. Under normal
conditions, the sensor is hidden from thelight source. When smoke enters the
chamber, the light is scattered through refraction andreflection, allowing
some of the light to fallon the sensor.
SAHIL KHURANA
09871866290
79
(
PHOTOELECTRIC LIGHT ATTENUATION DETECTORS
(
In these smoke detectors, a light source is in direct line with a sensor.

Light Source
:>..
Smoke PartiCles /
l@jl_ _ _ _ __
(
(
AirFlow
- ·~
...
~
0
0
.®
<Z>
Q
.
·G>
00>
~ID
e""'_
· <E>
G
0e
0
®_
®
~ t-
..
\
F an
®K:!>e o eo
. I\.
f'i ota-oe··v-- vof-Jc,CJ.Q
-<'- c r...,j e ('/ - ' (/_) 0
Sinso~~ . -~To
---
.'-J.,J'-
.
Fhght Deck
tt-'' hvr '{-'1"'' "'ec. IOA'I'K;--":1'
Under normal condi'tions, a beam of1ight, a known value from the
source, shines on the sensor cell. As the sensor cell is photoelect,
creates an electrical voltage that ismeasured and compared
value.
( '
When smoke enters the detector chamber, it starts to ~e the light

(attenuation). Thesubsequent reduction in lightfa/1~"'),.-i:he sensor drops
the voltage output of the photoelectricce/1. The ~rmg circuit senses the
drop in voltage and triggers the flight deck "!a~. This type of detector
requires a greater volume of smoke than ~f the previous designs.
Ionisation SMOKE DETECTOR
Electrons have a negative char1 'ethe remaining atoms have a positive

charge. Two separate plates ross the chamber; onehas a negative
voltage, while the other a voltage supplied from the aircraft's
electricalsystem.
To Flight Deck
Charged Plate
I_
Smoke Detector
When power is applied to these plates, they act as electro-magnets, which
attract theionised particles of the opposite charge.
SAHIL KHURANA
09871866290
(
80
(
The electronics within the detection circuit sense the small amount of
electrical current that is created by the electrons and ions moving toward the
plates. When smoke particles enter the ionisation chamber, they disrupt the
I current being created by attaching themselves to the ions, which neutralises
their potential. In this situation, the detection circuit senses the drop in current
between the plates. This triggers the warning.
(
SMOKE DETECTORS ARE PLACED IN
1. Cargo Compartments
2. Toilets or Lavatories
3. Avionics Bay
(
FIRE DETECTION SYSTEMS
Detection methods can vary according to the posi~ 7Jf the equipment. Four
methods of detection can be described as foil~
Melting Link Detectors J)pese are found in t11r!Jis aircraft and consist of a pair
of contacts held apart by a fusible plug. At~e-determined temperature the
fusible plug melts allowing the conta~ ~~se and a fire v-:arning circuit is
made. A major drawback with t~i~'l:tor is that the contacts will not open
after the fire has been extin~s~VJUS giving a permanent fire warnin?J )1.i'. (-1-D
FIRE WIRE SYSTEM

(•
..
These could be of two types-
SAHIL KHURANA
I
!
09871866290
81
(
Resitive fire wire system has a negative coefficient of resistance. This means
( that a temperature increases, it causes the resistance to decrease. This
gradually increases the current flow until it is large enough to activate the
warning system.
Some system also employ material with a positive coefficient of resistance, in

(
which increasing temperature would increase resistance and decrease current.
These system also have negative or positive coefficient of capacitance.
These Firewire is mounted as a continuous loop in areas wherethe outbr,

offire is possible.
DIFFERENTIAL EXPANSION DETECTERS
When heat is applied the tube expands at a greater rate, d1

the contacts together, so providing power to the Fire W1
subsequentdrop in temperature will cause the tube
will open and the warningcancel. This type of used as a monitor
(
on Engine Cooling Air Outlets toprovide In Overheat {I.E.O.H.)
warning
f o ~-~ vtf r
I
-'i ()_ /crf

___
\.._ /-
Any fault w~· fire detection system which may give rise to a
false fire 1ng must be treated as a real fire.
,..
~nch!Jrn fire detection systems have built-in test circuits. When electrical
) p~er is applied to the systems, they constantly monitor the loops for integrity
of the whole system. If the test circuit detects a fault, an amber "Fault" light
illuminates on the appropriate fire-warning panel. This alerts the pilot to select
the serviceable loop.
FIRE WARNINGS FOR LAVATORY COMPARTMENTS
SAHIL KHURANA
09871866290
82
(
For aircraft with 20 passenger seats or more, each lavatory must be equipped
(' with a smoke detector system or equivalent that provides:
~A warning light in the cockpit, or

~A warning light or audible warning in the passenger cabin that would be
readily detected by a cabin crewmember.
(
FIRE ExTINGUISHING AGENTS

Agents that can be used for aircraft fixed fire extinguisher systems are:
( Agent Known Chemical Usage

as Formula
Carbon Dioxide C02 C02
BromochlorOdifluoromethane BCF CBrCIFa

Halon ~S\enger Compartments
1211 ~· rgo Compartments
(
e.. Engine bays
'ill '<&
( '
7:b~" ··~
Bromotrifluoromethane Cargo Compartments
Engine bays
i I Water
Methyl Bromide ty1
~~0
•· CHaBr
Passenger Compartments
Engine bays
CARBON DIOXIDE- C
' fire by dispelling the oxygen from the
l
C02 is a gas that
immediate area. I
passen~gr
~ ishes
toxic effect and, therefore, is not normally used in
c bbhileC02 is effective at smothering a fire, the cooling
~;ry strong. This can lead to freeze burns to flesh and cause
(
effect of 0
therma to hot metals.
CHLORODIFLUOROMETHANE- CBRCIF3
BCF-Halon1211 is a halogenated hydrocarbon. Chemicals of this group are

also referred to as freons.
BCF is a non-corrosive chemical that forms a blanketing mist when released,

which deprives the fire of oxygen and interferes with the combustion process,
preventing re-ignition.
SAHIL KHURANA
09871866290
83
It is stored as a liquefied gas kept under pressure by nitrogen~ which also

starts the expulsion of the liquid from the container when the fire
extinguisher is operated.
BCF does not cause cold burns or thermally shock heated metals and has a
lesser toxicity than CO.
It also has the advantage of being directed as a stream from a hand-held fj
extinguisher~ allowing the user to fight fires from a safe distance.
BROMOTRIFLUOROMETHANE- CF3BR
BTM-Halon1301 has the same fire knock down properties as Hafi}J1l:Zl1 but is
( : less toxic thanBCF. It is stored as a liquefied gas kept under~Jre by
nitrogen~ which also starts the expulsion of the liquid HaJ9~"f11. from the
container when the fire extinguisher is operated.
( However1 Halon 1301 readily converts to a gas a.

directable than BCF.
(
It is not suitable as the agent in a hand-he.
WATER-H20
Water filled hand-held fire exti ers are carried in the passenger cabins
·I' to fight Class A fires. The W1 ·xpelled from the extinguisher by nitrogen
gas pressure.
METHYL BROMID~
Methyl Bromide is red as a liquefied gas kept under pressure by nitrogen~
5"
~e expulsion of the liquid from the container when the fire
rperated.
It is cf_~er agent that is highly toxic and corrosive to aluminium alloys~

1um alloys~ and zinc
..
(.
Methyl Bromide is the most harmful of the agents available and is being
phased out of service as many manufacturers do not supply or service these
units. However1 be aware that some aircraft might still have this agent on
board.
SAHIL KHURANA
09871866290
( 84
SAND
(-
Useful for containing metal fires such as magnesium or titanium where
() liquids will make matters worse.
(~ '
CLASS/FICA TION OF FIRES

(''
Class A: Fires that involve solid materials, predominantly of an organic kind

such as paper, cotton, and wood also form glowing embers
The means of extinguishing these fires is to cool them. The use of wat,
Prevents re-ignition by soaking the fuel.
( )
( )
Class B: Fires that involve liquids or liquefiable solids
The means of extinguishing this fire is foam ,dry powder, cdf:P'tJ. dioxide, and
( ')
Halon.
')
Class C: Fires that involve gases or liquefied gase,

( '
and methane, etc., resulting from spillage or l~dfe.
( I The means of extinguishing these fires is to s~~r them with foam or dry
Powder and use water to cool any leaking'rttainer.
Class D: Fires that involve metals ~~luminium

The means of extinguishing the~sis to smother them with a special dry
powder.
( - 'b 0 i
( I
"- '.., 2>f-G,C)
b(-')_H_'
2
~
;L~ 4'
~cAL ---5
$ Ff:~i~l.h<t~Y.J,~r.-~~):':0.4t~~JiD<, 1~~~i4®.~Ifi;;.:~~p;a;&;;;;;~;~:~~i:hf/;:;)8~·Git 4- c! '( -b
'?
50 '
60\ 6
SAHIL KH.URANA
09871866290
85
(
LAVATORY FIRE PROTECTION
There is a requirement for aircraft with 20 passenger seats or more to have a

.. (
built-in fire extinguisher that discharges automatically into the waste bin if a fi
re occurs. This is because some passengers on long-haul non-smoking flights
try to use the aircraft's lavatories as smoking booths.
(
( I
Small capacity Halon fire extinguish ·n termed a potty bottle, is

Fitted behind the waste bin unit i lavato~he bottle has a small
diameter pipe, which is sealed low melting point alloy after it has been
charged with the BCF.
6~(- o{t FCAe ( ~"J!flj
Cur .oH {Stud At<
.----
{!)~! ~- (- tr(
r 1~ cJie
• ELECTRICAL FIRE- C02 AND BCF (WATER GLYCOL SHOULD NEVER BE

USED
SAHIL KHURANA
09871866290
86
(
• ENGINE FIRE- HALON, BCF, METHYL BROMIDE
• CABIN FIRE- WATER GLYCOL, BCF
·(,
• BRAKE FIRE- DRY POWDER, FOAM, SAND
(C02 IS NEVER USED ON BRAKE FIRE SINCE IT CAUSES EXPLOSION (THERMAL

SHOCK) C~vn:'CCJ I f-2_eO{tf,'u~'~
WATER HAS NO EFFECT ON CLASS D ~(THERMAL SHOCK)
ENGINE FIRE WARNING STEADY RED LIGHT AND COMMON WARNING BE
1. SMOKE DETECTORS ARE FITTED IN CARGO BAYS, TOILETS, AVION

.i
! BAY(ELECTRICAL EQUIPMENT BAYS) WHERE IT IS NfJ POSSIBLE
(
PHYSICAL SURVEILLANCE.
2. ENGINE FIRE EXTINGUISHER DISCHARGED DUE TO OVE p OR OVER
.
PRESSURISATION WILL BE INDICATED TO CREW BY ALLY MOUNTED
( DISCHARGE INDICATOR SHOWING RED
3. ENGINE FIRE EXTINGUISHER DISCHARGED DU
INDICATED BY THE RED PIN PROTRUDIN ""'
4. CUT-IN AREA IS DELINEATED BY EXT~~ARKING HAVING RIGHT ANGLED
CORNERS.
5. EMERGENCY EXITS ARE OUTLI\~TERNALLY BY A 2 INCH BAND OF
CONTRASTING COLOUR •
.,
l
I
6. TOILET FIRE EXTINGUIS :rHE ONLY AUTOMATIC FIRE EXTINGUISHER FIRES
VICINITY.
7. FIRE DETECTION CAN BE TESTED FROM THE FLIGHT DECK TO VERIFY THE
WARNING
·( 8. EMERGEN "'TING HAS A MIN PERIOD OF 10 MIN VIA VITAL DC BUS BAR
FLIGHT DECK LIGHTING, CABIN INTERNAL AND EXTERNAL
NCY TORCH IS FLASHING AT 4 SEC INTERVAL (SERVICEABLE)
SAHIL KHURANA
09871866290
( '
87
FUEL SYSTEM (JET}J>r-~·~~>

('; (""" • • ----~--~-__.~~~'~'""" Km•••
AIRFRAME
.(
Fuel Tank
ENGINE. FUEL
SYSTEM
• ~_. ~
•• •• :. _ _ _ ..::.:....~, •• : . , •••• w _=
- - - - - · - · - · · · · · .., .................... ______,,,,.,.,,.,_A
Low Pressure Pump (LP pump)

The fuel then enters the 'engine fuel """+""..-;" is delivered to the low pressure pump (LP
pump) or backing pump. The LP by the engine gearbox and supplies fuel to
the HP pump. In the event of total fuel tank booster pumps the LP pump will
'suck' fuel from the fuel tank to engine to remain running. In this event the aircraft
' MEL may require a to prevent LP pump cavitation.
'. \
\ ..
(
\.
Cooler
A fuel cooled oil cooler (FCOC) is fitted in the majority of gas turbine installations. The oil
cooler serves the double purpose of cooling the oil and also heating the fuel to eliminate the
formation of ice crystals which may block the components further downstream the system.
SAHIL KHURANA
09871866290
(
88
(
Heater
The next component, the fuel heater, completes the warming ofthe fuel and the elimination
( I
of ice crystals that may occur. It uses compressor delivery air to warm the fuel and may be
automatic, working in conjunction with the FCOC to maintain a predetermined fuel
temperature, or manual, selected by the flight engineer.
.(
Filter
The fuel filter is in the low pressure side of the system and protects the delicate control
( components within the H.P. fuel pump and the fuel control unit (F.C.U) from any dirt or
contamination.
Flowmeter
The Flowmeter measures the instantaneous fuel flow in Gallons/hour or Kilo
may also include an integrator to sum the total amount of fuel used since
started (Totaliser).
Fuel pressure and temperature

Maybe sensed at this point in the system and indicated to the
monitored.
The high pressure (H.P.) fuel pump.

The High Pressure pump (HP pump) is driven by t~ine high pressure shaft through the
HP gearbox and raises the pressure and flow r~11ire1 for the demanded engine thrust setting.
The high pressure fuel pump could be an ~a~n type pump.
Some engines may use a spur gear typ ump which is simpler but will still supply the
pressure and flow required any ex recycled back to the inlet side of the pump.
ALSO REMEMBER
GAS TURBINE FUELS. ,

ircraft use kerosene fuels. The two main types of gas turbine fuel in
:craft are shown below, together with their characteristic properties;-
(Aviation turbine fuel). This is a kerosene type fuel with a nominal

. It has a medium flash point 3 8. 7°C and waxing point -50°C .
.( b) .TET4.,ila similar type of fuel, but it has a waxing point of -40°C. This fuel is normally
..
~ly available in the U.S.A
c) JET B.(A VTAG)(Aviation turbine gasoline). This is a wide-cut gasoline kerosene mix
type fuel with a nominal S.G. of0.77 at l5°C. It has a low flash point -20°C, a wider
boiling range than JET AI, and a waxing point of -60°C.
This fuel can be used as an alternative to JET Al but as can be seen, with its low flash point is
a very flammable fuel and for reasons of safety is not generally used in civilian aircraft.
SAHIL KHURANA
09871866290
"'
(
89
(
·······"~~··
AIRFRAME
I
( '
i ENGINE FUEL
r I~
( .
j. BAFFLES IN THE TANK PREVENT SURGING OF FUEL IN TANKS
?.-. FUEL BOOSTER PUMP IS USED FOR JETTISON AND FUEL TRANSFER
;). FUEL COOLED OIL COOLER IS USE TO HEAT THE FUEL AND COOL THE OIL
( 4 · FUEL BOOSTER PUMPS ARE LOW PRESSURE- CENTRIFUGAL PUMPS

(
5 · LP AND HP PUMPS ARE ENGINE DRIVEN PUMPS ONLY BOOSTE~
f~
~
0. CROSS FEED VALVE IS USED TO SELECT FUEL FROM ANY J e 1-A-t
<
-l_CJ 80 (_
I, WIDE CUT FUEL IS MORE FLAMMABLE THAN A KER
/.4fl'0/...t..b~
8 · FUEL IS HEATED TO PREVENT WAXING
~ '
-tCJL -->
(:,ope
q, COMBUSTION CHAMBER DRAIN VALVE BY COMBUSTION PRESSURE BY PRESSURE

OPERATED NRV
l 0 GTE ARE NORMALLY STOPPED
\ 1. AVGAS 100 AND AVGAS 1 E SAME OCTANCE RATING FUEL BUT ARE GIVEN DIFFERENT
COLOURS
12.CAPACITIVE FUE ~G SYSTEM ARE INSTALLED IN MODERN AIRCRAFTS THEY MEASURE

FUEL QUANTI SS (LBS). THEY REQUIRE AC POWER.
S FOR AC FLIGHT ATTITUDE AND THERMAL EXPANSIONS
/CIS FlrLED WITH WATER INSTEAD OF FUEL IT WILL SHOW FULL DEFLECTION HIGH
SE S.G. OF WATER IS MORE THAN FUEL.
E FUEL FLOW METER IS SITUATED BETWEEN HP SHUT OFF VALVE AND FUEL SPRAY
NOZZLES.
\b, C \-€. c_\-..·1'L Pv~r\ F-D--tll urrt. , 'Y') C__o pO(t.h'vt.. F(.A.,e ( ,:JC{IA.~ i~
.S~\-el"A lJ..); \' .s VvClvV N I\ s~O{\_z cl ,· .1-f~c hoV\ low.
SAHIL KHURANA
09871866290
()
90
( I
HYDIMULICSYSTEM
1. A shuttle valve is used to?

a. Switch from one supply to another
b. Switch from one service to another
I I
c. Operate components in sequence
d. Move components backward and forwards
I !
2. Hydraulic reservoirs are pressurised?
a. By ground crew before flight
{- !
b. Using air from the air conditioning packs
c. Using engine bleed air from GTE
( !
d. Uses a dedicated air compressor unit
( '
3. A hydraulic fuse?
(' )
a. Minimises loss of fluid in the event of a hose fail~
b. Prevents excessive fluid flow rates when jac.
c. Limits the rate at which services operate
l d. Permits gravity lowering of landing g,
ih.
4. What services can be operated by
1. Landing gear
2. Flaps
3. Flying controls
4. Spoilers
a. 1,2,3
b. 2,3;4
--
c.
5.
• *Landing gear
~
(.
d. Primary flight controls
6. Modern transport ale hydraulic system typically use?

i ( a. 1000 to 2000 psi
b. 2000 to 3000 psi
c. 3000 to 4000 psi
SAHIL KHURANA
~ SEC-7, DWARKA, NEW DELHI-75
09871866290
91
(
d. 4000 to 5000 psi
7. Hydraulic reservoirs are pressurised in order to?

a. Prevent pump captivatitm-c.a_v,:to,froY1
b. Prevent freezing of fluid
(
c. Keep fluid cool
d. Prevent ingress of moisture (
8. In addition to storing energy, hydraulic accumulators also?

a. Minimise fluid leaks
b. Minimise leak required
c. Reduce pressure fluctuations
d. Reduce the size of reservoir required
(
9. The stack pipe in a hydraulic reservoir?
(
a. Feeds the emergency services
b. Feeds all the systems (
c. Feeds the normal systems but reserves fluid for
d. Prevents debris from circulating in the ~yste
10. Hydraulic fluid with a milky appearance (

a. Is normal after flight
b.
c. Indicates aeration but is q mal
d. ' e fluid must be changed (
11. The vent in a non-pn

a. Prevents pump'=~ation
b. Prevents the inaress of water vapour
c. ·eation of partial vacuums and over-pressures in the reservoir.
d. e fluid from boiling
12.A
·-
a. 4 Prevents- reverse fluid flows
Controls fluid flow rates
c. Minimises fluid leakage
d. Raptures if fluid flow becomes excessive
13. A hydraulic fuse is fitted?

a. Downstream of non-essential services
b. Downstream of essential services
SAHIL KHURANA
09871866290
92
c. Upstream of Essential services

d. Upstream of non-essential services
14. AnACOV?
a. Provides an idle circuit for a constant delivery pump
b. Provides an idle circuit for a variable delivery pump
c. Controls pump output pressure
d. Controls pump output flow
15. The output of a constant delivery pump is?

a. Constant
b. Determined by swash plate angle
c. Controlled by a servo piston
d. Proportional to RPM
16. Modern ale hydraulic system operate on the principl1

(
a. High pressure large displacement
b. High pressure small displacement
c. High pressure large actuators
d. Low pressure small actuators
@ Thermal expansion, jack ram disoJ, nt and small leaks are allowed for by the? It
a. Reservoir
b. Accumulator
c. Check valves
( d.
18. pulsations and fluctuations when systems are selected, are

(
a.
b.
c.
d•
9.
•
If a shuttle valve sticks in the normal position?
Normal system actuation will be impossible
Emergency system actuation will be impossible
System operation will be impossible
d. The system will operate sluggishly
20. A shuttle valve?

SAHIL KHURANA
09871866290
93
a. Controls the direction of motion of hydraulic actuators

b. Controls the pressure sources of hydraulic systems
c. Shuts off the normal supply and connects the emergency supply when emergency
operation is selected by the pilot
d. Automatically selects the emergency supply whenever the main supply fails
21. A high pressure hydraulic pump?

a. Sucks in fluid from the reservoir
b. Must be provided with a positive feed of fluid
c. Requires no cooling flow
d. Requires an ACOV
(.
22. A pressure maintaining valve?

a. Maintains pressure for .es5_ential services followi •·oss (
b. Controls maximum system pressure
c. Maintains system pressurJ.. after
.
shut dow.
d. Provides positive supply of fluid to the (
23. Low hydraulic accumulator charge

a. Chattering and pressure fluctu
b. Slow operations of servic•
c. Unusually fast operat,·
d.
24. Thermal relief valves?

(
a. Allow for ther,
b. Allow for t,
c. Allow for~'\1 expansion and co·~traction of fluid
25.
d. ReleflSe over heated fluid from the s~tem
f.
w relief valve is commonly locat~d?
(
'pstream of the pump ~

• Between the pump and filter
c. Between the pump and reservoir
• d. In the return lines
26. Hydraulic system back pressure is?

a. Pressure of the gas in the accumulator
b. Pressure exerted by the loads resisting the motion of the jacks
c. Pressure generated by the rate of motion of the system
d. Pressure employed to resist excessive rates of motion in the system \
SAHIL KHURANA
09871866290
( .
94
27. Hydraulic system hammering?

a. Is caused by sticking jacks in is quite normal
b. Is caused by the ACOV and is quite normal
(
c. Is caused by entrapped air and can cause pipe fracture is left uncorrected
d. Is caused by defective swash plate pump servo pistons
28. Fluid available to the engine driven pump is normally?

a. Unfiltered
b. That between the fluid level and the bottom of the stack pipe
c. That between the fluid level and the bottom of the reservoir
d. That above the top of the stack pipe
29. The variable delivery constant pressure pump is?

(
a. Set to minimum output prior to start up
b. Set to maximum stroke prior to start up
( )
c. Goes to maximum stroke during shut d1
d. A constant stroke device
30. If the ACOV in a constant delivery

position?
a. Pressure will fall to 0
b.
c.
d. ase until the pipes burst or the system is shut down
' ( 31.
a. Pe~eparate power-sources to operate one service
r .
,ermlt one power source to operate a number of services
'ltt.. ~revent reverse flow of fluid
. Carry used fluid back to the reservoir
A hydraulic system pressure gauge indicates?

. a. Fluid pressure
b. Accumulator gas pressure
c. Fluid pressure plus accumulator gas pressure
d. Pump output pressure
33. A double acting hand pump?

a. Is two pumps in series
b. Is two pumps in parallel
SAHIL KHURANA
09871866290
95
c. Provides pressure on both the in and out strokes

d. Provides pressure only on the in stroke
ANSWERS
1. A
..#~"' (
2. c
3. 8
4. 8
\~'~"' (
5. 0
6. c
... ~'-'
(
7. A
c:
8. c
9. c
10.8
~~-
(
11. c
12.C ~ c·
13.0 ~ '\, ,. (.
14.A
~ (
15.0
16.8
17.8
18.A
19.8
20.C
21.8
22.A
23.A
(~
2d:8
$29. c
30. c I
\_
31.A
c.
32.A
'
33.C ' ~
SAHIL KHURANA
09871866290
(
96
HYDRAULICS
1. A force of lOON is applied to 2 separate jacks, the area of one is 0.02m2 and the other
(. is0.04m2:
a) the smaller jack will exert a pressure of 2000Pa and the larger 4000 Pa
(
vb(the smaller jack will exert a pressure of 5000 Pa and the larger 2500 Pa
c) both jacks will move at the same speed.
d) both have the same load.
(
2. A pre charge pressure of 1000 bar of gas is shown on the accumulator gauge. The
system is then pressurised to 1500 bar, so the accumulator will read:
a) 500 bar
( .
b) 1000 bar
~500 bar
d) 2500 bar
3. The pressure gauge of an hydraulic system provides informati

of:
a) the air in the accumulator.
. ; ( i
b) the air and hydraulic fluid in the system .
c) the proportional pressure in the system.
ui)ihe hydraulic fluid in the system.
4. A shuttle valve:
a) is used to replace NRVs.
t.-bYallows two supply sources to operate
c) allows one source to operate two u·
d) acts as a non-return valve
5. Def. Stan 91./48 is-------- ------------- based:

~ed , mineral
b) red, synthetic
c) green, mineral
d) purple, synt
~1ve:
a) is u strict the number of services available after loss of system pressure .

._-bfco he rate of movement of a service
_L) controls the rate of build up of pressure in the system
\ ~o~trols the distance ajack moves
7. With a hyd lock there is:

a) flow, but no jack movement
b) no flow but jack continues to move under gravitational effects.
~flow, jack is stationary
d) constant flow
SAHIL KHURANA
09871866290
97
i
8. The hydraulic fluid is changed, but the wron~ fluid is replaced. This would lead to:
(
a) high operating fluid temperature • , ·
J*system failure from leaks and blocked filters,' high temp and possible corrosion. ,.
I
c) seal damage and jack corrosion
d) normal operation
i •j/
9. Accumulator floating piston: "

a) pushes the fluid up when being charged.
b) pushes the fluid down when being charged
ve}'provides a seal between the gas and fluid
d) prevents a hydraulic lock
10. A relief valve: (

a) relieves below system pressure.
b) maintains pressure to a priority circuit.
t;Yfrelieves at its designed pressure.
d) prevents excessive pressure through increased fluid temperatu
('
11. The primary purpose of a hydraulic reservoir is: .

va}lo compensate for leaks and expansion. · ··
b) to allow a space into which spare fluid may be store
c) to indicate system contents.
d) to maintain fluid between a jack and the accum
12. With air in the hydraulic system you

a) ignore it because normal operation
\_.bfbleed the air out ofthe system.
c) allow the accumulator to auto
' d) expect it to operate faster
13. The pressure filter ii ~clhulic system:

a)/filters the fluid retu~(rr~to the tank.
-vb) is fitted down ~ea~ Clfthe pump.
c) can be by p. at'¥en maximum flow is required.
d) clears th~l~' it leaves the reservoir.
a) pres~F"e is inversely proportional to load

liq%Jid is compressible
cr~xygen can be used to charge the accumulators.
d(applied force acts equally in all directions.
15. A constant pressure hydraulic pump is governed by:

a) an automatic cut out.
b) engine RPM.
,~a control piston.
d) a swash plate that senses the fluid temperature.
SAHIL KHURANA
09871866290
98
16. A high pressure hydraulic pump:

~eeds a positive fluid supply.
b) does not need a positive fluid supply.
( c) outlet pressure is governed by centrifugal force.
d) does not need a cooling fluid flow.
17. Case drain filters are:

a) fitted to prevent debris from the reservoir reaching the system
b) designed to allow hydraulic pump lubricating fluid to drain to atmosphere
-J}fo enable pump lubricating fluid to be used to monitor pump condition
d) fitted in the reservoir outlet
18. The purpose of an accumulator is to:

a) relieve excess pressure.
~tore fluid under pressure.
c) store compressed gas for tyre inflation.
d) remove air from the system.
19. With a one way check valve (NRV):

a) flow stops when input pressure is greater than out
b) flow stops when the thermal relief valve off loa
( c~ !J9w starts when input pressure is less than outp·
\}lfflow stops when input pressure is less tha
(
20. A restrictor valve is physically fitt

va}U/C up line and flap up line.
b) U/C down line and flap up lin
c) U/C down line and flap do
d) supply line to the U/C ret~.~ actuator.
21. In the case of afat.·~ a cut-out valve:

\. ~a reliet_valv:\~tted
full flow downstream of it.
b) a full flo~r i\t~le is fitted upstream of it.
c) a full flo ~)alve is not required.
d) the teriifilj&!%pressure will be controlled by adjusting the pump RPM.
22. H~lic pressure of3000Pa is applied to an actuator, the piston area of which is
..,A.02~2 and the same pressure is exerted on actuator whose area is 0.04m2
\ a}fi>oth have the same force. CcJ.,A JL~ '"
b) both jacks will move at the same speed. ~~
f?J
c) the smaller jack will exert a force of GOON and the larger 1200N ~- . -~
~the smaller jack will exert a force of 60N and the larger 120N
2~ separator in an accumulator:
va) isolates the gas from the fluid.
b) reduces the size of the accumulator required.
SAHIL KHURANA
09871866290
99
(
c) removes the dissolved gases from the fluid.
(
d) maintains the fluid level in the reservoir.
24. In an operating hydraulic actuator the pressure of the fluid will be:
a) greatest near to the actuator due to the load imposed on the jack.
b) greatest at the opposite end to the actuator due to the load imposed on the actuator
(
c) high initially, falling as the actuator completes its travel.
l)it1he same at all points.
25. The contents of the hydraulic fluid reservoir are checked. They indicate that the
reservoir is at the full level. The system is then pressurised. Will the contents leve
LY)fall below the "full" mark.
b) fall to a position marked 'full aces charged'.
c) remain at the same level.
(
d) rise above the "full" mark.
(
26. A pressure maintaining or priority valve:
a) enables ground operation of services when the engines are (
~s used to ensure available pressure is directed to essenf
c) is used to control pressure to services requiring less t
d) is used to increase pressure in the sys
27. A hydraulic lock occurs:

a) when the thermal RV operates.
b) when fluid by passes a system and retur
L}tWhen flow is stopped and the actua~\.~able to move. (
d) when fluid and air enters the cy]tl,d~'f-1-d only fluid is allowed to bypass to the
reservoir.
28. In an enclosed system

a) more at the piston~· ~ali the rest of the cylinder.
b) more at the cylinde 'll:lethan the piston head.
c) more when th\f>ist~n s moving than when it is stationary.
tY}i'he same a~\t~ds between the piston and the cylinder head.
valve:
a) car;t'(jJl~~;fitted if provided with a by pass s~,~ector.
b) clo~ lnlet pressure exceeds outlet pressu~1:
op~ns if inlet pressure equals outlet pressure. f-.
I-·'
loses if inlet pressure ceases. •';
30. Low gas pressure in accumulator causes:

a) rapid jack movements.
b) no effect on system.
~apid pressure fluctuations while system is operating.
d) rapid and smooth operation of system.
SAHIL KHURANA
09871866290
(,
100
I
31. Hammering in system:
(~ )
a) is normal and does not affect the systems efficiency.
b) is caused by pipe diameter fluctuations.
()
c) is an indication that a further selection is necessary.
L9}--ts detrimental to the system.
() 32. The specification of hydraulic fluids (mineral, vegetable or ester based) is:
a) always distinguishable by taste and smell.
( )
b) generally distinguishable by colour.
j c) generally distinguishable by colour only if they are from the same manufacturer.
uJYnot generally distinguishable by colour.
( )
33. An ACOV will:

f )
a) provide an idling circuit when a selection is made.
I ) b) extend the life of the accumulator.
~rovide an idling circuit when the accumulator is fully charged.
( \
d) ensure the pump is always on load.
(
34. Emergency air bottle may be used:
( )
a) to compensate for a low fluid level in reservoir.
A-~
b) to charge the accumulators in an emergency. ~
( )
~emergency power supply in the event of mai
( ) d) an emergency power supply to raise the underc
35. Fluid level in a reservoir will, when pr

( I
varfall.
b) rise.
c) only change when the system
d) remairi the same.
36. The purpose of a~

re'(pir""ifs to:
a) compensates forte ' !ftlture changes.
LPYcompensates.;f~ sma leaks, expansion and jack displacement.
c) compensates~d loss.
d) to minim'
37. e hydraulic system pressure is released

a) rese~r air pressure will increase.
~re~ervoir fluid contents will rise if reservoir is lower than other components in the
\s~em.
1. c) reservoir fluid contents will fall if reservoir is the highest point in the system.
d) reservoir contents are dumped overboard.
38. Hydraulic pressure in a closed system:

a) is greater in pipes of larger diameters~
b) is greater in pipes of smaller diameters.
u:ft!oes not vary with pipe diameter.
SAHIL KHURANA
09871866290
100
~f
iAJ',
31. Hammejng in system:
a) is normal and does not affect the systems efficiency.
/
b) is caused by pipe diameter fluctuations.
c) is an indication that a further selection is necessary.
t.9}is detrimental to the system.
32. The specification of hydraulic fluids (mineral, vegetable or ester based) is:
a) always distinguishable by taste and smell.
b) generally distinguishable by colour.
c) generally distinguishable by colour only if they are from the same manufacturer.
viji\ot generally distinguishable by colour.
:;:..::~-~7
33. An ACQ~ will: '-

a) provide an idling circuit when a selection is made.
b) extend the life of the accumulator.
t..C)1)rovide an idling circuit when the accumulator is fully charged.
d) ensure the pump is always on load.
34. Emergency air bottle may be used:

a) to compensate for a low fluid level in reservoir. A-~
b) to charge the accumulators in an emergency. ~
\£)~ eme~ency power supply in the event of mai~- syst1
d) an emergency power supply to raise the underc~Jage.
35. Fluid level in a reservoir will, when pre .:. ~.

var{all. . -
b) rise.
c) only change when the system
d) remain the same.
36. The purpose of a res~V:'oi?is to:

a) compensates for te<tM»L\:W~'ure changes.
L>(compensates f~sm~leaks, expansion and jack displacement.
c) compensat~~O.{"f!tid loss.
d) to minimi~~~P cavitation.
37. Vfl'i~fbe hldraulic system pressure is released ,,,

a) resr~r air p-ressure will increase.
!Atrretervoir fluid contents will rise if reservoir is lower than other components in the
i s~~em.
c) reservoir fluid contents will fall if reservoir is the highest point in the system.
d) reservoir contents are dumped overboard.
38. Hydraulic pressure in a closed system:

a) is greater in pipes of larger diameters~
b) is greater in pipes of smaller diameters.
~oes not vary with pipe diameter.
SAHIL KHURANA
.iA~.~
09871866290
101
d) varies in direct proportion to the system demands.
39. The materials used for moving or sliding seals in hydraulic systems are:
a) synthetic rubber with vegetable oils.
b)-natural rubber with man made oils.
c) natural rubber with mineral oils.
$i(butyl rubber with chemically made oils.
·~o. The seal material and fluid source:

\..9' rwill be the same always.
b ) are not the same- mixed freely .
.J:.) are sometimes variable.
d) are simply chosen according to the supplies available.
41. A variable displacement pump on system startup will be at:

a) minimum stroke.
b) an optimised position depending on fluid viscosity.
\-€}~maximum stroke.
d) mid stroke.
42. The purpose of a reservoir is:

a) to provide a housing for the instrument transm·
b) to enable the contents to be checked. ·
\Y[to allow for fluid displacements, small leak
monitoring.
d) to provide a housing for the main svs mps and so obviate the need for backing
pumps.
43. A hand pump will draw i

a) the stack pipe.
b) above the normalleve
c) through the U tube*t
\_...d}{he bottom of
44. A main sy~teQJ 'hydraulic pump: ·

a) does nQt':n~d a positive fluid supply if primed -before startup.
'<<._6·/«q~
J?(al~~:~~·qf~eds a posi~i~e flui~ supply i~ order to prevent cavi~ati~n.

c) doeSzQOt need a pos1t1ve fluid supply m order to prevent cav1tat1on.
cag be run dry without causing any damage.
45. Different diameter actuators supplied with the same pressure at same rate:
a) exert the same force.
b) will move at different speeds.
c) will move at the same speed.
v::~Yexert different forces. -
SAHIL KHURANA
09871866290
102
(~
~A force of 1500 N is applied to a piston of area 0.002tn2 and generates a force of-----(1)-
( -----N on a piston of area 0.003m2. The pressure generated is -----(2)-----and, if the smaller
piston moves 0.025m, the wo"rk done is-----(3)------.
a) (1) 56.25J (2) 750000Pa (3) 750000N
b) (1)750000N (2) 2250 P (3) 56.25J
c) (1) 225N (2) 75000Pa (3) 562.5 J
( d) (1) 1250N (2) 750000Pa (3) 37.5 J
47. The following statements relate to hydraulic accumulators. The function of a

accumulator is to:
1. Store fluid under pressure
2. Dampen pressure fluctuations
3. Allow for fluid expansion
4. Replace the need for a reservoir
\ ( 5. Absorb some of the landing loads
6. Allow for therma I expansion
(
7. Prolong the period between pump cut-in and cut-out
8. Provide the initial pressure when a selection is made and t~XJ>~s cut out
9. Provide an emergency reserve of pressure in the event o.tfu~ failure
( Which of the following applies?
a) All of the statements are correct

b) N one of the statements are correct
c) Statements 1,2,3,4,5,8,9 are correct.
Ji(S'tatements 1,2,3,6,7,9, are correct.
48. The seal materials used with h luids to DEF/STAN 91-48 and SKYDROL 700
specification are respectively
'. a) Natural rubber and neopr
b) Neoprene and natural ru
c) Butyl and neoprene
vdfK!eoprene and but
49. To preven\._~tfon of the pump a hydraulic reservoir may be:-

a) pressuris
b) bootst
c) ab
l)'!fall~e.above
~A.,.hand pump is usually fitted:

for ground servicing purposes
b) lowering the landing gear in an emergency
c) pressurising the oleo struts in the air
d) retracting the gear after take-off.
SAHIL KHURANA
09871866290
103
':;,' (
I No I A I B I c I D I II
REF II• No I A I B I c r'o I REF fi
l . 26
2
* 27
* (/
* 28
*
3
* 29
*
4
s
* 30
*
6
* 31
* ("
7
* 32
*
8 I I* l
* l .I II 33 I I I* I!.
* r·
I:I I 'I =I ,I I:I I Ik51 *

I: I I: I I I I:I lltt ·1 I
•
14
ts
·I
*
I I
*
I * I
.
• 39
4(}
I
~r
tL...,_ "- I I *
(
c
(
• 16 * 41-. N ·~ ., ,
17 * . 42,~ * ~ w
IS * -~ \)A. . •~ * :.
19 * ~ ~'44 "; * ·: :
20 * -. ~' 45
*
21 * ,~V' •" 46.
*
22 ,, "'\ ""* 47
* !@~·
*
23 48
*
24 '~"'+ * 49
*
25 I * ·· ,"""iF so
*
1,"
SAHIL KHURANA
09871866290
104
AIR CONDITIONING AND PRESSURISATION

1. Main and nose wheel bays are:
a) pressurised
b) unpressurised
c) conditioned
d) different with the mains being unpressurised and the nose pressurised
2. Normal maximum negative differential pressure is:

a) when atmospheric pressure exceeds cabin pressure by the amount
permitted by the system controls
b) where the cabin pressure falls below aircraft altitude pressure
the inward relief valve opens.
c) when the cabin pressure exceeds the atmospheric pressu
d) the pressure at which the duct relief valve is set to op
I,
3. When would the negative differentia/limit be n
a) rapid descent when AC descends below cabi
b) during ground pressure testing
c) rapid ascent when aircraft climbs
d) when changing to manual operatic
4. A/C in level flight if cabin alti ·reases does pressure diff:

a) increase
b) decrease
( c) remain the same
d) nil
5. In level pres. flight does the outflow valve:

a) close
b) adjus ide constant flow, and is normally partially open
c) opl rease air conditioning
d) a fo provide constant flow, and is normally almost closed
..
• ...·n a turbo cooler system is the cooling air:
( a) ram air
b) engine by pass air
c) cabin air
d) compressor air
SAHIL KHURANA
09871866290
105
7. The rate of change of cabin pressure siJould be kept to the minimum. Is this ( ---
more important: i~~ ·
.
a) m descent ·t''
/·}
b) in climb · {~·...I (
c) in periods when the dehumidifier is in use 1
(
d) in cruise
8. Is a cabin humidifier:
a) on the ground in conditions of low relative humidity
b) at high altitude (
c) at low altitude
d) on the ground in high ambient temperatures
( .
9. Fatigue life of the fuselage is based on the: (

a) number of pressurisation cycles
b) number of explosive decompressions
c) number of landings only. (
d) number of cycles at maximum differential

.. (
c
(
10. If the forward oil seal in an axiaff/ow c,
a) contaminated (
b) unaffected
(
c) 'b' is only correct if synthetic
d) 'a' will be correct only ift
I
11. Rate of change of~ci1Ju?tw61titude is shown on a:

a) special gauge
b) aircrafts VSI (,
c) cabin press~ntroller
d) gauge r~r;g~ percentage of Max Diff Pressure
(
12. ogpir)\discharge valve (pneumatic) .is supplied with:
~
air ctma computer output informatiop
~
cabin and static pressure .• .
c) cabin pressure~ static and air speed information
d) cabin pressure only
13. On what principle does the vapour,kycle cooling system work on:
1
vafliquid into vapour ·.
b) vapour into liquid
SAHIL KHURANA
09871866290
106
c) vapour into gas .

d) cold gas into hot gas
(
14. What is the purpose of the duct relief valve:
a) to protect the undercarriage bay
b) to ensure the compressor pressure is regulated
c) to prevent damage to the ducts
d) to relieve excess pressure to compressor return line
15. What system is installed to control the air conditioning:

a) emulsifier and water extractor
(
b) impingement type dehydrator and humidifier
c) dehydrator only
(·· d) humidifier only
16. How is the (charge) air cooled in a bootstrap (tu:

a) by expanding over turbine
b) by expanding over turbine driving compress
c) via an air cooled radiator
d) by passing it through the fuel heater
17. At the max differential phase, ischarge valve:

a) open
b) closed
c) under the control oft
d) partly open
(
18. What is the purlJ(ilse of inward relief valves:

a) to prevent ~~ive differential
b) to back
c) to all sitive pressure to be bled off in an emergency
d)t up the outflow valve
~ CJn a ground pressurisation test, if the cabin suffers a rapid de-

pressurisation:
a) the temperature will rise suddenly
b) water precipitation will occur
c) damage to hull may occur
d) duct relief valve may jam open
SAHIL KHURANA
09871866290
(
107
20. A heat exchanger functions by: ·

a) combining ram and charge air
b) mixing the variousvapours inside the heat exchanger (
c) passing charge air through ducts and cool air around ducts ~·-·
d) removing the static charge

(
21. Maximum Differential pressure: (

a) is the maximum authorised pressure difference between the inside ofth
(
fuselage and
the atmospheric ambient pressure (
b) is the absolute pressure provided by the vacuum pump

c) is the pressure loss over a given time limit
d) is the absolute pressure the cabin pressure ducting is desi
( .·
22. A humidifier is fitted to:
(.
a) extract the moisture content in the air
b) filter the air ( '
c) increase the moisture content in the air whe ·~·~rating at high altitude (
d) to ensure the cabin air is saturated at hi de
23. lfthe discharge or outflow valve

a) the duct relief valve will take co
b) the inward relief valve would
c) the safety valve would li ositive pressure difference (.
d) the safety relief valve limit the negative pressure difference ( .

'·
(
24. Air for conditio~~nd pressurisation is taken from:
a) the engine comp~sor or cabin compressor (
b) the engin~Q.~9ss duct or thrust reverse by pass duct

c) the engi~raQt;'pressor or ram turbine
d) the e~~turbine or cabin compressor
;s. Safety valves are biased:

~ntvards
b) outwards
c) in the direction sensed by the SVC
d) neither a nor b
26. Cabin compressors:

a) increase their flovv in cruise conditions
1,_
SAHIL KHURANA
09871866290
(
108
(
b) decrease their flovv in cruise conditions
(
c) increase their flovv in proportion to increases of altitude differential
pressure and reduction in engine RPM in order to maintain the mass flovv.
d) deliver minimum air at sea level via the cold air unit.
(
( 27. In a pressurisation circuit the sequence of operation is for the:

a) inward relief valve to open before the safety valve
b) outflow valve to operate before the safety valve
(
c) outflow valve to operate after the safety valve
d) outflow valve to operate the same time as the safety valve.
28. With the QFE set on the cabin controller, against an altitude ~o:
a) the fuselage will be pressurised on landing '- l
(
b) a ground pressurisation will automatically take place
bf')ihe cabin will be unpressurised on landing
(
d) the flight deck will be depressurised
29. In the cruise at 30,000/t the cabin altitude~1

~OOOft: -~
a) cabin differential vvill increase
b) cabin differential vvill not be affe
c) cabin differential vvill decrease
d) nil
! (·
level to 16,000 ft at 1,000/t per min, the cabin
pressurisation is set tQ_ ~at 500ft per min to a cabin altitude of 8,000/t.
(.
The time taken fo~tiJ.g~bin to reach 8,000/t is:
( .
a) the same time a~kes the aircraft to reach 16,000ft
b) half t~hti
~kes the aircraft to reach 16,000ft
c) tvvice t · it takes the aircraft to reach 16,000ft
d) three · the time it takes the aircraft to reach 16,000ft
)1. Th'e"'aircraft inhibiting switch connected to the A/C landing gear:

~ltows the aircraft to be pressurised on the ground
b) stops pressurising on the ground and ensures that there is no pressure
differential
c) ensures that the discharge valve is closed
d) cancels out the safety valve on the ground
32. Negative differential is limited by:

SAHIL KHURANA
09871866290
(~
109
( ~
a) dump valve (~'
b) inward relief valve

('_·
c) outflow valve
d) safety valve
'3:t. Sequence of air through a vapour cooling system is: (
/a}turbine then expansion valve (
b) tank then evaporator

c) turbine then evaporator
d) compressor then turbine
34. To maintain a steady and constant airflow regardless of alti

pressure: ( '
a) a duct relief valve is fitted ( )
b) a venturi device is fitted

c) a mass flow controller is fitted
d) a thermostatic relief valve is fitted c~
35. The term "pressurisation cycle" means~

a) air introduced into a fuselage under pr_es~re only
b) air introduced into a fuselage under~sure until the time the air is
released
c) air discharged from the fusela ~ove 15 psi
d) the frequency in Hzs the e cycles from the rootes blowers enter the
fuselage c
(
36. Inward Relief 1[4Y_&operate: ·
a) in conjunction w~e cabin pressure controller when there is a negative
A
diff. ~·
b) in conju~)r~~ith the cabin altitude selector when there is negative diff

c) when~~ally selected during the emergency descent procedure
d) a~ltically when there is a negative.d.iff.
• $afety valves operate:

&
a) at higher diff than discharge valve l
b) as soon as initiation takes place .,
c) at a lower diff than a discharge valve · ·
d) at a set value, which is selected
38. Ditching Cocks eire operated:

SAHIL KHURANA
09871866290
-- (
110
a) automatically when the soluble plugs disolve

b) to shut all outflow valves
c) to direct pressure into flotation bags
d) for rapid depressurisation
( 39. Duct Relief Valves operate when:

~excessive pressure builds up in the air conditioning system supply ducts
b) to keep cabin pressure close to ambient pressure
c) to prevent the floor from collapsing should baggage door open.
d) the cooling modulator shutters reach the optimised position.
40. During a normal pressurised cruise, the discharge valve positttiJJJ5:

a) at a position pre-set before take off '- l'
b) partially open
c) open until selected altitude is reached
d) closed until selected altitude is reached.
41. A dump valve:

a) automatically opens when fuel is dump
L-b)ls controlled manually
c) is opened automatically when the valve opens
d) is controlled by the safety valve ting line.
42. When air is pressurised

a) increases
b) decreases
c) remains the same
d) nil
\ .
43. If pres · manually controlled:
a) an e mber is required to monitor system operation
b) th(:{vr b rate would be maintained automatically
.i.~ clirrt rate could not be maintained
~~cctre should be taken to ensure climb/descent rates are safe
44. An aircraft is prevented from pressurising on the ground by:

a) the auto deflating valve on the main oleos
b) inhibiting micro switches on the landing gear
c) inhibiting micro switches on the throttles
d) the pressure control master switch
SAHIL KHURANA
09871866290
(.
111
(
45. If the pressurisation air is passed over the cold air unit compressor does it:
fiincrease the charge air temperature · r·
b) decrease the charge air temperature
c) decrease the charge air pressure
d) make no change to the charge air condition (
46. If the cabin pressure increases in level flight does the cabin VSI show:
(
a) rate of climb
b) no change unless the aircraft climbs
c) rate of descent
d) nil
(
height~ l:>
47. Cabin altitude in pressured flight is: (
a) the altitude corresponding to cabin pressure regard I ircraft
(
b) is presented on a second needle on the aircraft al
c) altitude at which cabin pressure equals ambien sure (,
$altitude corresponding to cabin press'ure in r n to MSL ISA conditions
48. The term pressure cabin is used to desc.

a) pressurisation of the flight deck o~~
J>)ihe ability to pressurise the airc~~a higher than ambient pressure
c) the passenger cabin on an airl
d) the ability to maintain a c~:ta)lt pressure differential at all altitudes
(
49. A pressurisation SM_s~orks by:
t.Pfessentially cons~~put mass flow and variable output
b) essentially const~output mas flow and variable input
c) does not st~til an altitude of 8,000ft has been reached
d) supplyi~ gases from the engine exhaust unit to the mass flow control
c
n air is pressurised by an engine driven compressor, it is also:

mtisturised ' .
~heated '
-~
c) cooled '
d) the temperature is not affected ~
'-
(
SAHIL KHURANA
09871866290
(
112
No A B c D No A B c D
01 X 26 X
02 X 27 X ~
03 X 28 X
( 04 X 29 X
05 X 30 X
06 X 31
07 I X I I I I 32 I
08 X 33 X
09 X 34
I :: I : I I I
12 I I X I I
I :~'x I I I X
X
13 X X
14 X
15 40 X
16 41 X
17 X 42 X
18 X X
( X 44 X
X 45 X
46, X
. 22 X 47 X
23 X 48 X
24 X 49 X
25 X 50 X
SAHil KHURANA
SEC-7, DWARKA, NEW DElHI-75
09871866290
(
113
PRESSURISA170NAND COND/170MNG (~--
(
1. Why are some aircraft pressurisation systems to referred to as
bootstrap systems?
-fi;- Because they are air cycle machines.
(
b. Because they are vapour cycle machines.
c. They are activated by pull cords
d. They employ refrigerants (
2. The ditching control valve?

a. Opens the outflow and inward relief valves
·v~J.· Closes the outflow valves
(
c. Closes the mass flow controller
d. Opens the outflow valves (
( .
3. The heat exchanger in a bootstrap system?

vel. Cools both the bled air and the comp
b. Heat the incoming air
c. Cools the incoming air
d. Extracts heat from the exhaUJLai~efore it is discharged overboard
4. An air cycle machine?

i
i ~Uses a turbine to re
b. Uses Freon to re temperature
c. Uses Freon to · ·•se air temperature
d. tu~;,~:>f:lr to reduce air temperature
(
5. Cabin aii;JJre!sure?
a. Is oo),tftffied only when maximum pressure differential is reached (
longer be controlled vyhen maximum pressure differential is

·ched
_ an be controlled either manually or automatically
-
. d. Can only be controlled manually
..
6. A pressure cabin is one in which? ·

a. Cabin pressure is maintain at sea level pressure (
J1?'Pressurisation occurs above 8000 ft only
c. A constant differential pressure is maintained at all altitudes
(·
d. Cabin pressure is always greater than ambient
SAHIL KHURANA
09871866290
114
7. In straight and level cruise flight?

a. The inward relief valve is open
b. The outflow valves are open
c. The outflow valves are closed
Jl:' The outflow valves are partly open
(
8. Cabin altitude?
a. Is actual altitude corrected for sea level pressure
JY'The pressure altitude at which the pressure in the cabin wo
in the /SA ~
(
c. The altitude at which pressure inside and outside of th~tilln are
same _, l
d. The pressure altitude equating to that in the ca~~n at cruising
altitude.
(. 9. Conditioned air?
a. Is bled from the engines
b. Is air that has had its pressure af11L!~perature adjusted to make it
suitable for use in the cabin
f . Is air that has had its humi~i1f>&emperature and pressure adjusted
to make it suitable for u~\e cabin
d. Is unsuitable for use i
10. In a bootstrap sys,

~
a. Passes thro
b. Passes thfcfM'llt a compressor
c. Passes th~h a dehumidifier
·ough a heat exchanger
aximum operating altitude is limited by the cabin pressure,

imiting factor will be?
• Maximum pressure differential that the system can achieve.
•Jr. Maximum pressure differential that the cabin structure can sustain
c. Maximum pressure differential that the passengers can tolerate
d. Power available from the engines
12. The dump valve?

a. Opens the outflow valves
b. Opens the inflow valves
SAHIL KHURANA
09871866290
(
115
I\
VC: Rapidly depressurises the cabin
c··
d. Rapidly pressurises the cabin · I
13. Where in a cabin conditioning system is the vapour separator? /--

a. After the cold air unit
Jr.' After the heat exchanger
c. Before the heat exchanger (
d. Before the turbine
(
14. If cabin pressure becomes lower than ambient? (

a. Outward relief valve closes
(
rJw Inward relief valve opens
c. Dump valve opens (
d. The compressor goes into high gear. (
(
15. If the outflow valve becomes fully closed?
a. The inward relief valve will open
JJ~ The outward relief valve will open
c. The cabin skin will rupture
(
d. The safety valve opens when the JfriJcturallimit is reached \
16. If QFE is set on the cabin a/"·

(
LfJ/ Zero on the ground
b. Zero at sea level
c. The airfield ele when on the runway (
d. The same a. '1ght above sea level when QNH is set
(
17.During a desC&pt the cabin pressure in a pressurised aircraft usually?

'he same rate as the ambient pressure
t a lesser rate than the ambient pressure
i1bbs at a greater rate than the ambient pressure
1fl. The working cycle of an air cycle machine is?

a. Induction, compression, power exhaust
jJ:--Induction, cooling compression, cooling, expansion, exhaust
c. Compression, expansion, exhaust
d. Induction, compression, cooling, exhaust
SAHIL KHURANA
09871866290
116
(--...._
19. If the outflow valve of a pressurised aircraft malfunctions and opens,

when it is cruising at 30000 ft, the cabin pressure will•••••••••., the
differential pressure will••••••.•.., the cabin ROC will.•••••••••• and the cabin
pressure altitude will•.•••••••• ?
a. Increase, increase, decrease, decrease
b. Increase, increase, increase, increase
c. Decrease, increase, increase, decrease
(
£"Decrease, decrease, increase, increase.
20. Cabin altitude is?

a. The height of the cabin above the ground
b. The height of the cabin in the /SA
~ The altitude at which the cabin pressure would occ
d. The altitude of the cabin above /SA msl
21. Pack valves?

a. Control airflow from the packs
b. Control airflow to the packs
VC. Control bleed air to the packs
d. Control bleed air temperature
22. If in steady flight the cabin

LJV The pressure will fall t. "' - ient
b. The automatic cut· '/operate
c. The passenger; if/ocate
d. The autom · · en masks will drop down
23. What wouldllie- cabin VSI indicate if the cabin pressure suddenly
•rease in cruise flight?
ROC
udden increasing in positive ROC

• Sudden decrease in negative ROC•
..
24. The sequence of processes in an air cycle machine is?
a. Turbine, primary heat exchanger, compressor
b. Compressor, turbine, primary heat exchanger
tP( Compressor, secondary heat exchanger, turbine
d. Secondary heat exchanger, compressor, turbine
SAHIL KHURANA
09871866290
,~
117
(
25. The sudden appearance of mist in the cabin indicates?
a. Slow decompression .,
b. Excessive pressurisation
c. Inward relief valve stuck open
(
~apid decompression
(
26. Cabin temperature is controlled? (

a. Manually by the cabin crew ·
(
~Manually by the pilot or automatically
c. Automatically according to pre-set profiles
d. Automatically according to selectable profiles
(.
(
27. The range of differential pressures employed in comm (
a. 3 to 6 psi (,
JJ-;7 to 9 psi
c. 8 to 15 psi
d. 7to11psi c~
28. In a manually controlled pressurisation

(
cabin altitude is controlled by?
a. The maximum ROC limiter
b. The maximum ROD limit~
c. The outward vent val·
~The range change ""
29. If an aircraft c~·· 30000 ft at 1500 fpm, while its cabin altitude
climbs to 80! ,..t 500 fpm, the cabin pressure will?
a. Increase
JY. De£r~radually over a period o~ 16 minutes
~~e gradually over a period of 20 minutes
·ease gradually over a period of 5.33 minutes
(
30.•J0aximum cabin rate of descent is limited by?
(
'* a. Structural considerations
JY.i'assenger comfort considerations
c. Flight crew efficiency considerations
d. The physical/imitations of the pressurisation system.
SAHIL KHURANA
09871866290
(
(
118
ANSWERS
( 1. A
2. 8
3. A
4. A
5. c
6. 8
7. D
8. 8
9.c
10.D
11.A
12.C
13.8
14.8
( I
15.8
16.A
17.8
18.8
19.D
20.C
21.C
22.A
23.C
( .
29.8
30.8
SAHIL KHURANA
09871866290
('
119
OXYGEN
1. Without added oxyg~n the time of useful consciousness at 25 000 ft is approximately:
a) twenty seconds (
b) eighty seconds
ve)'three minutes /~
d) six minutes ,,
I
2. With out added oxygen the time of useful consciousness at 40 000 ft is approximately:
va)tWenty seconds
b) three minutes \
c) eighty seconds
d) six minutes (
3. The maximum altitude without oxygen at which flying efficiency is not,

impaired is:
~lOOOOft
b) 17 500ft
c) 25 000 ft
c
d) 30000 ft (
(
4. In a pressure demand oxygen system:
va)each member ofthe crew has a regulator. (
b) each member of the crew has a continuous oxy,
c) oxygen is supplied with a continuous pressure fl (
d) oxygen demand will cause the pressure to
5. In a continuous flow oxygen syste~, . · · n is supplied:

~nly when the mask is plugged into l,<:et connection.
b) only on passenger inhalation t~~ he mask.
c) only when the cabin altitude its.~ 18 000 ft.
( '
d) only when the supply ha
( .·
6 In a diluter deman , selection of emergency on this regulator will result in:
a) air mix supplied at ency pressure.
, b) 100% oxyge as called for by the user.
c) 100% oxyg itive pressure.
\)i)iOO%ox ntinuous flow at positive pressure.
7. Ife.~'craft suffers a decompression passenger oxygen masks:

a) are r.f,ieftsed by the passengers.
automatically drop to a half hung (ready position).
c)\l.re handed out by the cabin staff
d) must be removed from the life jacket storage.
8. Oxygen cylinders are normally charged to:

a) 1000 PSI
b) 1200PSI
r-41800 PSI
d) 2000 PSI
SAHIL KHURANA
09871866290
(
(-
120
( 9. Rate of flow of oxygen is given in:

Ml}iitres/minute
b) pounds/minute
c) litres/ second
d) kilos/hour
(
10. The colour of American oxygen cylinders is:
a) red
b) blue
~reen
d) brown
11. The colour of British oxygen cylinders is:

a) white with black lettering.
b) grey with silver lettering.
~lack with white neck.
d) blue with white lettering.
12. Dangerous pressure rise in oxygen cylinders:

a) is relieved by a thermostat.
b) is relieved by under pressurising the bottle.
vG)-is relieved by-a bursting disc.
d) is controlled by a thermal relief valve.
13. To leak test an oxygen system use:

a) fairy liquid and de-ionised water.
b) thin oil.
vC]acid free soap and distilled wat
d) acid free soap and water.
14. Lubrication of an ox
a) soap water.
b) grease.
c) oil.
vl}"graphite.
operation of the oxygen system is indicated by:
( -
16. If the pressurisation system fails and the cabin starts to climb, then at 14000' oxygen
( will be available to the passengers by:
a) the stewardess who will hand out masks.
b) the passengers grabbing a mask from the overhead lockers.
c) portable oxygen bottles located in the seat backs.
vd)masks automatically ejected to a Y2 hung position.
SAHIL KHURANA
09871866290
(
~-
(
121
('
17. When air is pressurised the% of oxygen: ('

a) increases.
(~
b) decreases.
,ffiemains the same.
d) nil.
(
18 In an emergency chemically produced oxygen is supplied for a given period by:
~odium chlorate, iron power, an electrical firing system and a filter. c·
b) potassium chlorate, iron powder, an electrical firing system and a filter.
(
c) sodium chlorate, iron powder which is chemically activated by air and then filtered.
d) sodium chlorate and an electrical firing system.
19. Passenger oxygen masks will present (

a) only when the cabin altitude reaches 14000.
b) only if selected by the crew. (
c) only if selected by the cabin staff:
(
LAfif selected manually= electrically = barometrically.
20. The charged pressure of a portable oxygen cylinder is

I
I a) 500 psi (
b) 1200 psi
(
l)d)1800 psi
d) 3000 psi.
21. With the control knob set to high, a portable bottle will provide oxygen for
a period of:
a) 60 mins.
L-h)3o·mins
(
c) 12 mins
d) 3 mins (
22. At what altitude wif doter-demand oxygen regulator provide 100% pure c
oxygen. '-
a) 10,000ft (
b) 14,000ft ( .
c) 24,000 ft
ut)14,00
ndicator fitted to an Oxygen regulator indicates:

~ 9J.at exactly the correct amount of oxygen is being used by the crew member.
th~ oxygen is flowing through the regulator. l"
c) that the crew member is correctly connected to the regulator.
\..:
d) that the system pressure reducing valve is supplying the correct pressure to the regulator.
l_
24. what is the approximate time of useful conciousness when hypoxia develops at the
specified altitudes. (_
18,000 ft 30,000 ft
r,
a) 2-3 Min 10-15 Sec
b) 10 Min 2Min I
'---
SAHIL KHURANA
09871866290
122
01]3oMin 90-45 sees.

d) 40Min 5Min
25. What is the effect on cabin temperature of a rapid de-compression at 30,000 ft.
~udden and extreme drop
b) Insignificant change over the first 2 minutes
c) A gradual decrease to ambient over a period of about 10 minutes if the cabin heating
ceases.
d) A gradual decrease to ambient temperature over a period of about 30 minutes if cabin
heating continues
26. Susceptibility to hypoxia is increased by:

a) Heat
b) Noise
~Smoking
d) Under-Breathing
27. What is the approximate cabin altitude above which you m th 100% oxygen
if you are to maintain an alveolar partial pressure equal to a level:
a) 26,000 ft
b) 30,000 ft
~4,000ft
d) 38,000 ft
A B c. D ./)_ ~ B c D A B c D
' ~
~
1
* * 21
*
2
* A.' ~2 * 22
*
3
* iJ--'
.... '
13
*
..
23
..
*
.. ..
4
* •l'- ~ 14
* 24
*
-~
~v I
5 15 25
* * *
I
~
6
-~ ~ * 16
* 26
* I
7 4~- 17 27
<~8 •
* * 28
* I
I'
9
* 18
19
* 29
-I
* 20
* 30
i.
10
* *
SAHIL KHURANA
09871866290
123
(-
ELECTRICITY
1. DC is converted to AC by........•••.•..... and AC is converted to DC by..........•.•.• ?

(
o. Rectifiers inverters
/~-
,Y.1nverters rectifiers
c. Diodes transistors
d. Transistors diodes
(
2. Fuses are roted in terms of?
a. The amount of power they can carry
. b. The amountofvoltage they can carry
~The amount of current they can carry
d. Their rupture time
(
3. In a three phase star connected AC electrical system, the line curre
. / . The same as the phase current (
b. Larger than the phase current

( '
c. 1/ '113 x phase current
d. '113 x phase current
4. How is the voltage regulator in a DC generator c,

~ In series with field windings
b. In series with the armature
c. In parallel with the field windin
d. In parallel with the armatun
I
5. EMF is measured in?
a. Amps
b. Farads
c. Coulombs
Jt Volts
6.
ries so that all corry the same current

'n parallel so that all carry the same current (
.. ~In parallel so that all carry the same voltage

7. In a three phase start connected AC electrical system, the phase voltage is? \\·.
a. The vector sum of all three phase voltages

b. Equal to the line voltage
~ Less than the line voltage
d. Greater than the line voltage
SAHIL KHURANA
09871866290
124
8. A centre zero ammeter is normally fitted.•••••.....•. .in order to measure•••.•••••• ?

a. Downstream of the battery bus bar measure discharge rate
b. Upstream of the generator bus bar measure discharge rate
(
c. Downstream of the generator measure charge rate
~Between the battery and its bus bar measure
charge/discharge rate
9. What kinds of meters are used in AC circuit?
a. Volts and amps
b. Watts and amps
c. KVA and amps
t._AK' KVA and Hz
lO. Ohm 1s law states that current is?

a. Inversely proportional to voltage
~Inversely proportional to resistance
c. Directly proportional to the square of the resistance
d. Directly proportional to the square of voltage
(ij) In a star wound generator?

l. Line frequency is greater than phase frequency
2. Line voltage is greater than phase voltag
3. Line current is greater than the phase cur1
4. Phase frequency is greater than the flrM.equency
5. Phase voltage is greater than tljp ~loltage
6.
~ Only 2 is true
b.
c.
d. A/lore
(.
12. ries will?
'rent lag voltage in a DC circuit
only DC current
•
l3. The most commonly used ACfrequency ina/cis?
a. 25hz
b. lOOhz
c. ll5 hz
LJL-- 400hz
l4. If a CSDU over speeds?
SAHIL KHURANA
09871866290
125
a. Shut down the engine

t..)Y."' Disconnect the CDSU and leave it disconnected (~
c. Throttle back the engine until the CSDU disconnects automatically

(-
d. Accelerate the engine until the CSDU trips
(-
15. If 10 fully charged lead acid cells are connected in parallel the open circuit voltage will be
(
approximately?
~2.2volts (
b. 2.4 volts
c. 22 volts
d. 24 volts
16. If DC is the primary source of electrical power in a a/c, the AC instrument:

from? (
a. A TRU
!Y. An inverter (
c. A rectifier
(
d. A transducer
(
17. A bus bar is?
(
.~A common connection to a number of.
b. A common connection for a numbeip,
c. An integral part of a generator
-.
(
d. Fed by a circuit breaker
18. Electrical power in a DC eire

' a. 1/E
JT. VlR
c. R/1
(
d. VxR
(
19. of AC generators over DC generators include?
~
etter power to weight ratio

Higher starting torque
Longer service lives
Less RF interference
$ '\.
\A{"' 1,2,4,5
b. 1,3,5
c. 2,4,6
d. All of the above \
SAHIL KHURANA
09871866290
(
126
(
20. If 10 fully charged lead acid cells are connected in series the open circuit voltage will be
approximately?
a. 2.2 volts
(
b. 2.4 volts
V 22volts
d. 24 volts
21. AC bus bar loads are connected?

a. In series so that the current is proportional to load
.,Yin parallel so that the current is proportional to load
c. In series so that the voltage is proportional to load
d. In parallel so that voltage is proportional to load
22. Electrical fuses are connected in? .

(
a. Parallel reduce resistance
b. Parallel increase resistance
c. Series sense total voltage
~Series sense total current
23. The phases in a three phase AC generator are?

a. 45 degrees apart
b. 60 degrees apart
c. 90 degrees apart
,.-£ 120 degrees apart
24. If a generator ammeter is in

a. The battery is dead
b. .
c. The generator ·
l.}Y." The gener1
·n renee between (1) a fuse and (2} a circuit breaker.

s on current while 2 operates on power
"'<(>
be reset while 2 cannot

operates on power while 2 operates on current
1 cannot be reset but 2 can be
.
26. Poor bonding will be indicated by?
a. Repeated tripping of circuit breakers
b. Corrosion of skin joints
c. Fuses blowing
vJf Static interference on radios
27. What must be the RPM of a four pole AC generator to produce a 400hz output?
SAHIL KHURANA
09871866290
127
(
a. 4000RPM
b. 6000RPM
c. BOOORPM
~12000RPM
28. Fuses will blow when?

a. The circuit has become open circuit
b. Too many loads have been switched off, so excessive current flows in the remaining
loads
c. The loads have become connected in seties
t)k" The circuit has become short circuited (
@ As load increases, the regulator of a constant speed AC generator?

, a. Remains constant (
b. Increases field excitation
c. Decreases filed excitation (
d. Stops field excitation
(
30. The output of an AC generator is rated in?

a. KW and volts
~.
b. KVAorKW
c. Volts and amperes
t-El:' KVA and amps
31. A relay is? c

nthe we moves .
(
·hich the.J.Ii,te does not move
c. A rotary indicator 'ng electromagnetic fields and return springs
d. A remote amp/:~·
(
'·
32. The frequency off;Qe output of an AC generator is determined by?
a.R~
~ber af poles
jelds excitation amplitude
Number of poles and RPM
,.
33. If a centre zero ammeter is indicating minus 12 amps?
a. The battery is charging
J1hhe battery is discharging \ .
c. The generator is online
d. The voltage regulator is defective
SAHIL KHURANA
09871866290
128
ANSWERS
(
1. 8
2. c
3. A
4. -A
5. D
6. D
7. c
8. D
9. D
10.8
11. A
c 12. c
13. D
14.8
15. A
16.8
17. A
18.8
19. A
20. c
21. ".:B
22. D
23. D
24. D
25. D
26. D
27. D
..
33.8
SAHIL KHURANA
09871866290
129
( ~
SELF ASSESSMENT QUESTIONS- STRUCTURES (
1. What is the purpose of the wing main spar

vatfo withstand bending and torsional loads
b) To withstand compressive and torsional loads
c) To withstand compressive and shear loads
d) to withstand bending and shear loads
2. What is the purpose of wing ribs

a) To withstand the fatigue stresses
~o shape the wing and support the skin
c) To house the fuel and the landing gear
d) To provide local support for the skin
3. What is the purpose of stringers

a) To absorb the torsional and compressive stresses (
b) To produce stress risers and support the fatigue metres
(
ve}lo prevent buckling and bending by supporting and stiffen
d) To support the primary control surfaces
4. The airframe structure must remain substantially fh'

a) The design ultimate load times a 1.5 safety fact
b) The design limit load plus the design ultim
c) Three times the safety factor (
~The design limit load times a 1.5 fact
5. In the construction of airfram~ '

imary purpose of frames or formers is to:
a) Provide a means of attach in tringers an4 skin panels
vbJOppose hoop stresses an e shape and form to the fuselage (,-.
c) Form the entrance do

(
d) Support the wings
·ng moments be reduced in flight?

P-:float' and keeping the centre section fuel tanks full for as long as
ueron 'up-float' and using the fuel in the wings last

tail-mounted engines and using aileron 'down-float'
·) By h~ng wing-mounted engines and using the wing fuel first
..
Regarding a safe life structure:
1. Will only fail after a known number of operations or hours of use
2. Should not fail until a predicted number offatigue cycles has been achieved
3. Has a programmed inspection cycle to detect and rectify faults
4. Is changed before its predicted life is reached
a) 1 and 2 apply
b) 1 and 3 apply
SAHIL KHURANA
09871866290
130
c) 3 and 4 apply
d) all of the above apply
8. A fail safe structure

1. Has a programmed inspection cycle to detect and rectify faults
2. Is changed before its predicted life is reached
( 3. Has redundant strength which will tolerate a certain amount of structural
damage
(
4. Is secondary structure of no structural significance
a) 1 and 2 apply
v-bfl and 3 apply
c) 3 and 4 apply
d) all of the above apply
(
9. The skin of a modern pressurised aircraft
a) Is made up of light alloy steel sheets built on the rnonocoque P.r
(
b) Houses the crew and the payload
c) Provides aerodynamic lift and prevents corrosion by kee t adverse weather
c u:ij1s primary load bearing structure carrying much ofth ralloads
10. The primary purpose of the fuselage is to:

a) Support the wings
vbrflouse the crew and payload
c) Keep out adverse weather
d) Provide access to the cockpit
11. Station numbers (Stn) and w

vaJA means of locating airfra
b) Passenger seat locations
c) Runway markings fo~~n}the aircraft to the terminal
d) Compass alignrnen ~ngs
12. Flight deck wiQ._do~s re constructed from
a) An amalg~a~~gthened glass and vinyl with rubber pressure seals
varstrength . BJlss with shock absorbing clear vinyl interlayers and rubber pressure seals
c) Streng~· clear vinyl with an electrical conducting coat for de-icing and rubber
ened glass with rubber seals
1~A
. cantilever wing:
a) Is externally braced with either struts and/or bracing wires
~
Is supported at one end only with no external bracing

c) Has both an upper an lower airfoil section
d) Folds at the root section to ease storage in confined spaces
14. A torsion box:

a) Is a structure within the fuselage to withstand compression, bending and twisting loads:
SAHIL KHURANA
09871866290
(
131
~sa structure formed between the wing spars, skin and ribs to resist bending and twisting
loads r·
c) Is a structure within the wing for housing the fuel tanks, flight controls and landing gear
d) Is a structure designed to reduce the weight
15. A lightening hole in a rib

a) Prevents lightning strikes damaging the .fuselage
b) Provides a means of passing cables and controls through a pressure.bulkhead
c) Collects and disposes of electrical chapges
Jl}'tightens and stiffens the structure
16. Control surface flutter

a) Provides additional lift for take off and landing in the event of engine failure
b) Occurs at high angles ofattack
ysttS a destructive vibration that must be damped out within the flight en·
d) Is a means of predicting the critical safe life of the wing.
17. Control surface flutter is minimised by (

a) Reducing the moment of the critical engine
b) Aerodynamic balance ofthe control cables (
c) Changing the wings before they reach their criticalli
(
vdfMass balance of the control surface
(
18. A damage tolerant structure
ya-Yfias degree of structural strength redun
1
b) Is light, non load bearing structure, d
c) Is replaced when it reaches its pr:
d) Need not be repaired until th (
(
19. Aircraft structures cons1
a) Light alloy steel shee1f ~oppe.r rivets and titanium or steel materials at points
requiring high strengf
b) Magnesium a_l~ sh_eets with aluminium rivets and titanium or steel at points requiring
high strength
~Aiuminiuny,~1~sheets and rivets with titanium or steel materials at points requiring high
strength
d) AIY/ft.!W.~ sheets and rivetswith titanium or steel materials at points requiring high
<$
2"G\The Maximum Zero Fuel Mass (MZFM) of an aircraft is
a) The maximum permissible take offmass of the aircraft.
The maximum permissible mass of an aircraft with no useable fuel
c) The maximum permissible mass of an aircraft with zero payload
d) The maximum permissible landing mass
SAHIL KHURANA
09871866290
132
Question A B c D Question A B c D
;"
I 1 X 11 X
2 12
~
X X
3 X 13 X
4 X 14 X
5 X 15 X
6 X 16 X ~
I
7 X 17 y
8 X 18 X
"
r ~~
~
If
9 X 19 lh~ X
10 X 20,'-~ ~ X
''
SAHIL KHURANA
09871866290
(-
133
STRUCTURES
1. Fail safe structures?

( ~
a. Are designed to remain safe for a specified number of hours or flight cycles I
b. Are designed such that if any element of structure fails, the loads will be carried by the adjacent
elements of structure
c. Are designed such that all parts are likely to fails are inspected regularly
d. Do not require regular inspection
2. Trim tabs?
a. Reduce manoeuvring forces
b. Trim the aircraft in normal flight
c. Trim the aircraft in low speed flight
d. Reduce or cancel out control hinge moments
3. Duralumin is made of? (

1. Aluminium
(
2. Copper
3. ~ Aluminium copper alloy (
4. Is easy to weld
5. Is difficult to weld ( ",
6. Is susceptible to corrosion
(
7. Is highly resistant to corrosion
B. Has good thermal conductivity
9. Has poor thermal conductivity
a. 3,5,6,8
b. 1,2,5,9
c. 3,4,5,7
d. 1,5,7,9
4.
a. Outboard o
b. Inboard only
~ Usual~boqrd with slats outboard
d. Aloffa."?h~oard trailing edge only
5.
educe control effectiveness at high speed
Increase control effectiveness at low speed
, . / . Reduce stick holding forces to zero
d. Reduce stick forces when manoeuvring
6. Flaperons are?
a. Combined rudder and flaps
b. Combined slats and flaps
c. Combined ailerons and flaps
d. Combined elevators and flaps
SAHIL KHURANA
09871866290
134
7. Fail safe construction?

( a. Is used in all modern aircraft
b. Is used only in highly stressed military aerobatic aircraft
(, c. Is no longer used in commercial passenger aircraft
(- d. None of the above
8. Torsional aileron flutter involves?

a. C of G aft of hinge line and cyclic twisting of wings
b. C of G aft C of P and cyclic twisting of wings
c. C of P fwd of torsional axis and cyclic twisting of wings
( .I
d. None of the above
X Swept back wings are.......... to divergence?

( ) a. More prone
b. Less prone
( }
c. Never prone
d. None of the above
)
( )
10. How is control mass balance achieved?
a. By fitting weight aft of the hinge
( ' b. By fitting weight onto the leading edge
c. By fitting weights into the tip cap
d. By fitting a horn balance
11. Which of the following minimise adverse

a. Yaw damper
b. Dorsal fin
c. Roll spoilers
d. Trim damper
(
12.
a.
b. Wei~ht~ adctg~lJe l;ading edge of the control surfaces
c. Inset hinge a . balance
d. Ruddel%Jileron and coupling
in a turn may be corrected by?
• d. Mass balance
14. Which of the following is true of power assisted flying controls/

a. None of the aerodynamic loads are felt by the pilot
b. Some proportion of the aerodynamic load are felt by the pilot
c. The full aerodynamic load are felt by the pilot
d. Control is lost in the event of a total hydraulic failure
15. What is the purpose of the mach trim system in a high speed aircraft?
SAHIL KHURANA
\_ SEC-7, DWARKA, NEW DELHI-75
09871866290
135 r-
(
a. To damp out phugoid motion in yaw
b. To prevent pitch up in shock stall
L To prevent pitch down in shock stall
d. To prevent dutch roll (
16. How do ailerons and roll spoilers respond if the control wheel is moved to the left?
a. Left aileron down, left spoiler does not move, right aileron and spoiler up (
b. Right aileron and spoiler down, left aileron and spoiler up
c. Left aileron and spoiler down, right aileron and spoiler up
d. Left aileron and spoiler up, right aileron down, right aileron remains retracted
17. A yaw damper?

a. Improves lateral stability
b. Prevents spiral instability (
c. Is useful at low speeds only
d. Is not necessary in swept wing aircraft (
(
18. SeiVO tabs?
~Can sometimes be used following hydraulic power failure (
b. Can never provide control following hydraulic power failurl
c. Can always provide control following hydraulic powe. (
d.
(
19. Fully powered flying controls?

a. Are not required in large aircraft
b. Generate high stick forces at high sp
c. Generates high sti' - - -.
(
d. Generate low stick forces
20. Control reversal?

a. (
b.
c.
d. Is most likely ( ..
Cross at the neutral point

<¢ \
22. Primary flying controls include?
a. Ailerons, elevons and roll spoilers
b. Ailerons, air brakes and lift spoilers
c. Elevons, rudder and stabilisers
d. Rudder, roll spoilers and nose wheel steering
23. The main stresses on the upper and lower skins of a wing in flight are?
a. Compression tension
SAHIL KHURANA
09871866290
136
b. Compression compression
( c. Tension tension
d. Tension compression
(
(
ANSWERS
SAHIL KHURANA
09871866290
(
137
FLIGHT CONTROL SYSTEMS (-,
1. The purpose of pulley wheels in cable control systems is:

I
a. to ensure the cable ten~ions are equal throughout the system
bAY.fo change the direction of the control cable ('
c. to ensure smooth operation of the system

(
d. to prevent the cable from slackening
2. The purpose of the primary stops in a control system is :

(
......-a:- to set the range of movement of the control surface
b. to enable the secondary stops to be c'orrectly spaced (
c. to limit control movement to one direction only
d. to set the control surface neutral position
(
3. The purpose of the secondary stops in a control system is :
a. to reduce the control loads on the primary stops (
vb:to limit control surface range in the event of primary stoP.
c. to limit the secondary control system from excessive (
d. to remove the excess backlash in the controls (
4. The purpose of the fairleads in a cable control (
a. alter the angle of deflection of the cables

b. to guide the cables on to the pulley wheels
c. to attach the cables to chain drives
L.--d:fo keep the cable straight and clear
5. In a cable control system cables
I. remove backlash from the co
2. provide tension on the turn1
3. provide positive action · (
4. ensure the full rang~ ~ (
5. compensate for te~~'ture variations
\_
~3and5o
(
b. 3 only
c. 4 only,
d. all
. In a cable control system the cables are mounted in pairs to:

eihove backlash from the control linkage
2. provide tension on the turnbuckles
3. provide positive action in both directions
4. ensure the full range is achieved
5. compensate for temperature variations (
a. 1,3 and 5 only

~only i
'·
SAHIL KHURANA
09871866290
L
138
c. 4 only
C_ d. all the above
(~~
7. In a manual flying control system the control inputs to the primacy control surfaces
1. are reversible
2. are irreversible
(
3. are instinctive for the movement required
4. are opposite for the movement required
5. are limited in range by flight deck obstructions
a. 1 and 4 only
b. 2 and 4 only
~and3 only
d. 1,3 and 5 only
( )
8. To yaw the aircraft to the right:

c a. the right rudder pedal is pushed forward and the rudder m the left
vb':'the right rudder pedal is pushed forward and the rudde to the right
c. the left rudder pedal is pushed forward and the rudd s to the left
d. the left rudder pedal is pushed forward and the oves to the left
( I
9. To roll the aircraft to the right:

a. the rudder control is moved to the right, the n
down.
b. the aileron control is moved to the the right aileron moves up and the left
down.
c. The aileron control is moved):~l(right and the right elevator goes up and the left
\
one down.
( . c_ft;The aileron control is Ill.Q~c!);the right, the right aileron goes up and the left one
down .
• and 2 and 4 only

b. 3 and 5 only
c. 1,2 and 5 only
I..A"i:all the above
SAHIL KHURANA
09871866290
(
139
(
LANDING GEAR
1. The advantages of tubeless tyres include?

(·
1. The tube cannot rotate within the tyre
2. The tyre cannot rotate relative to the wheel (
3. The tyre will deflate if there is excessive creep

4. They are more easily fitted to wheels
5. The valves cannot be sheared off by excessive braking
a. 1,2,3,4,5
b. 1,2,4,5
c. 1,3,4,5 (
~ 1,5
2. How is gear retraction prevented on the ground? (

a. A warning sign on the lever ·
b. An aural warning system (
c. Isolation of the hydraulic power when on the ground (

~ Microswitches
3. A brake accumulator?
/ . Permits use of brakes when engines ares
b. A11ows for thermal contraction offluid aft,
c. Maintain braking effect in the even
4. Thermal~ p\ "'--e:! s 7 c
a. Release brake pressure
(.
~Release excessive tyr1 s to prevent wheel/tyre explosions
Heat up the hydra c
s at some pre-determined temperature
(
5. (
rning light
(
·ing cylinder reaching the end of its range
er-centre geometric locking mechanism
·ing in the ground locks
6. Commercial passenger aircraft oleo struts employ?

• a. Air
~Nitrogen
c. Helum
d. Halon
7. An under inflated tyre operating on a dry runway will?

a. Improve braking efficiency
SAHIL KHURANA
09871866290
(
140
JY. Increase wear at the shoulders

c. Increase wear at the centre
d. Decrease viscous aquaplaning speed
(
8. Anti-skid systems?
a. Increase fluid pressure to the slower level
(
b. Increase fluid pressure to the faster level
~ decrease fluid pressure to the slower level
d. decrease fluid pressure to the faster level
9. how is anti-skid system disconnected?

a. Automatically when spoilers are deployed
( b. Automatically upon touch down
if. Automatically when a specified speed is reached after touch-dow.
d. Manually after the end of the landing run
(
10. Tubeless tyres?
a. Can be deflated by creep
b. Explode if punctured
c. Can be deflated due to the valve being torn ou
yJL> Are lighter than tubed ones
a. Landing gear is retracted

b. Landing gear is extended
c. Moving at low speeds o
y Moving at high speed.
(
a. High press
/ . High.temper1
s
1 naication of gear down and locked is?

_ All lights out
,. b. Three reds
V/ Three greens
d. Gear down caption illuminated
14. Emergency landing gear extension in modern passenger aircraft is usually powered by?
a. Essential services AC busbar
b. Essential service DC busbar
rY Stored HP air
SAHIL KHURANA
09871866290
(
(
141
(
d. Gravity
r
15. Power for the landing gear is usually provided by means of?
a. HP pneumatic systems
b. DC electrics
~··
c. AC electrics
(
/HP hydraulics
(
16. The majority of modern transport aircraft use•.••••.•. brake units?
(
a. Drum
b. Multi drum
c. Disc
(
JY. Multi disc
(
17. The recommended maximum taxying speed to reduce tyre wear is
a. 20kts
\9/22kts c
c. 30kts
d. 45 kts c
18. Shimmy is often prevented in light aircraft wi
a. A marstrand tyre
\j'V' Shimmy dampers
(
c. Power steering
d. Non-castoring nose-wheel (
(
19. Inadvertent gear selectio. tis_ prevented in light aircraft by? :J>
Squat switches
(
c. Micro-swit1
~
r_JY. -Detented sel1
ear extension in larger aircraft is typically by means of?
pressure nitrogen or gravity

r
l
_ Handpump
d. RAT
$
\
21. The device which ensures that gear doors are open before the gear is raised to?
a. Micro-switch
b. Squat-switch
~Sequence valve 1.
d. One way restrictor valve
I\. __ _
SAHIL KHURANA
09871866290
142
(
22. Unlocked gear is indicated by?
a. Audible warnings
¥ Redlights
c. Green lights
d. Flashing red lights
23. Anti-skid is operational when?

( a. The wheels are on the ground
~ The wheels are on the ground and ground speed is greater than 20 mph
c. Landing gear is down and locked
d. All the times when selected on
24. A differential braking system?

a. Applies different forces to the nose and when brakes to keep the
JK Applies different forces to the wheel brakes depending on the fi
the foot pedals
c. Has a parking brake lever for each main wheel
d. Is used only in light aircraft
( !
25. Brake indications in light aircraft typically include.

a. Temperature, system pressure, wear and
b. Temperature and anti-skid condition
c. Wear and anti-skid condition
~ Temperature, system pressure
26. Braking is most effective w~

a. Stopped
...y.- Just about to s

d. Skidding b
used by?
\"
t/'water between pads and discs
heating of pads
'ting of discs
Boiling of hydraulic fluid
Why must C02 not be used to extinguish when brake fires?

a. It will corrode the brake disc
b. It will crack the brake discs
(.
w I t will cause the wheels to explode
(, d. It will not extinguish burning rubber
29. Excessive use of brake is likely to cause?
SAHIL KHURANA
09871866290
..
I
(
143
r·
\
a. Rapid tyre deflation
(
b. Boiling of brake fluid
~ Slow tyre deflation (
d. Tyre bursting
30. Creep? (
a. Is rotational movement of the brake discs when pressure is low
viJ.' Is rotational movement of the tyre around the wheel rim (
c. Is caused by excessive tyre pressures
(
d. Does not happen with tubed tyres
31. Shimmy is?

(
a. Rapid oscillations of the main wheels about their axles
~ Rapid oscillations of the nose wheel about its vertical axis (
c. Slow oscillation of the main wheels about their bogies
(
d. Slow vertical oscillation of the nose wheels
(
32. One way restrictors in gear operating systems?
a. Restrict retraction rate to prevent impact dama c.·
~Restrict extension rate to prevent damage to g (
c. · Restrict both extension and retraction rat'
d. Restrict retraction rate in the event of a b
(
33. Creep is indicated by?
a. Green spots on the tyre wal.
~White lines on the tyre
c. Red dots on wheels a
d. Tearing of the tyr, (
(
34. Brake draggin
~ The pilot ke (
b. Air trfl~in the brake hydraulic system
main hydraulic system pressure
c
brake pads or shoes
(
3.,. ep is most likely to occur with?
a. Worn tyres
~
b. Over inflated tyres

v/ Newly fitted tyres
d. Marstrond tyres
"
36. Light aircraft nose wheel steering is usually by?
a. Pneumatic power
b. Hydraulic power
SAHIL KHURANA
09871866290
(
144
(
c. Electrical power
(
l,jV Push-pull rods
37. Anti-skid?
(
a. Prevents whee/locking when taking off
( b. Prevents whee/locking when landing
~ Prevents whee/locking when landing and brake application during the approach to
(
land
d. Operates only in contaminated or wet runway conditions
38. The auto-brake system is disengaged?

a. Manually
yb;' Automatically when aircraft stops
( i c. Automatically at 75 kts
d. Automatically at taxi speeds (22 kts)
39. Anti-skid systems?

a. Prevent skidding or slush~ snow and ice
b. Prevent wheels from locking when carrying out
c. Improves both take off and landing performan
l,jl(' All of the above
40. Grey or green dots on tyre sidewal.

a. The heaviest part of the tyr,
b. The lightest part of the t
~ Small holes to dissipa
d. Small holes cause
41. Shimmy damp

a. Main gear o
I,
b. Mai~Vse gear
rronly
..' b.a. -- - -
c. Can tear out the valves of tubeless tyres
I..Jl- Can tear out the valves of tubed tyres
43. Brake dragging is most likely to occur when?
a. Pads are worn out and brakes are cold
b. Discs are worn out and brakes are hot
SAHIL KHURANA
09871866290
145
c. Discs are wrapped and brakes are cold

(F'
1,11;- Air is trapped in the system and brakes are hot
(
44. lftyre pressure is 225 psi, its aquaplaning speed will be?
a. 105kts
b. 115 kts
1-
c. 125 kts
'.fl. 135 kts (
(
45. Inadvertent gear retraction on the ground is prevented by?
a. Gravity
b. Safety pins
\Z"' Ground/air logic system
d. A gated or guarded gear lever
(
46. How is the main undercarriage normally locked in the down p
a. Hydraulic pressure and mechanical lock (
b. Hydraulic pressure
c. Hydraulic pressure and geometric lock
~(}("'A geometric lock and a mechanical lock
47. The most probable cause of nose wheel shim

a. Shock absorber extension low
¥ Worn torques links and toggles
c. Low tyre inflation pressure
d. Excessive shock absorber:
48. When the main unde is selected DOWN in flight, IT IS LOCKED DOWN BY? (
a. Hydraulic dow,
(
b. Locking pin
c. Sequence va __....
£ Sprin&_~d;d lock jacks imposing a geometric lock on the side stays or drag struts
~ -.
d painted on the wall of a tyre is? (

•gntspot
Balance mark
.. c.d. Heavy spot

Creep mark
50. The rated pressure of an aircraft tyre is?

a. Loaded pressure when the aircraft is cold
b. Unloaded pressure when the tyre is hot
c. Loaded pressure when the tyre is hot
~ Unloaded pressure when the tyre is cold
SAHIL KHURANA
09871866290
(
146
51. A rated pressure in an aircraft tyre is recommended by ?

(. a. The aircraft operator
b. The aviation authority of the country from which the aircraft operates
c. The european aviation authority
( ~The tyre manufactures
( 52. A ribbed tyre is worn to its limits when it is worn to?

a. 4 nm from the bottom of the wear indicator grooves
b. 2 nm from the bottom of any groove
c. 4 nm from the bottom of any grove
/ .2 nm from the bottom of the wear indicator grooves
( 53. An advantage of a nosewheel undercarriage configuration over a tail wh

configuration is?
(
a. A reduced landing speed
( ~ Reduce possibility of a nose -over in a crosswind
c. Reduced aircraft weight
( d. Less complex construction of the undercarriage
54. Aircraft nose wheel shimmy is?

(
a. Rapid oscillation of the wheel about the w,
b. Commonly caused low shock absorb
~Oscillation of wheel about its tr1
d. Rapid vertical displacement
55. Afire of aircraft's wheel rake will require which of the following types of
portable hand held fin
a. C02orBCF
b. C02
c. Foam
.. d.
~A mechanical lock and a spring loaded centre lock
A hydraulic lock and mechanical lock
(
57. The principle of operation of an oleo pneumatic shock absorber {shock strut) employs:
a. Oil and spring
lb.---Oil and air {or nitrogen)
c. Oil only
d. Air and a coil spring
SAHIL KHURANA
09871866290
(-
147
58. A wheel brake anti-skid unit is sensitive to?

a. Aircraft speed
b. Hydraulic system fluid pressure
c. Hydraulic system fluid pressure1 and temperature
v¢ Angular deceleration
ANSWERS
1. D
2. D
3. A
~
'
(
4. 8
5. c (
6. 8
7. 8
L,O' (
\
8. c
9. c
10. D
11. D
12.8
13. c
14./J c
15. D
16. D
17.8
18.8
19. D
20.8
'
(
1.C,
- '\,. Aft
(
.. 27.8
28. c
29. c
30.8
31. 8
32.8
33.8
34.8
SAHIL KHURANA
09871866290
(
148
liC
AD
~c
~8
DD
(
cc
4C
( Q~~
UD
•o
6C
~D
( .
~8
4D
~B
( mo
llD
£D
(. ll8
KC
~D
~c
~8
mo
\.
SAHIL KHURANA
09871866290
r·-,
149
LANDING GEAR AND BRAKES {DGCA) (-

1. 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 pistonwithin the cylinder
('
~imit th~ speed of extension and ·compression of the strut
2. The nose wheel assembly must be centered before retraction (
because:- ;
Lft}ihere is l,imited space in the nose wheel bay
b) The aircraft may swerve on the next landing if the nose wheel is not
c) The tyres may be damaged on landing if the nose wheel is not st
d) It will remove any slush or debris which may have accumulate
(
3. The movement of the gear on lowering is normally d
a) Prevent the fluid becoming aerated ()
~Counteract the force of gravity which would bring t (
c) Make the lowering time greater than the raising ti
d) Prevent the hydraulic fluid becoming overheate' c
4. Inadvertent retraction of the landing he ground is :-
a) Not possible because the system is not rful enough,
A prevented by the ground/air logic s~m
offi~
c) always a danger after the ground • ave been removed
d) the responsibility of the first en he is on the aircraft
5. Creep (Siippage):-
a) is not a problem with t,
b) refers to the movem~~he aircraft against the brakes
ve)can rip out the inf ifi
prevent~
alve and deflate the tyre (
d) can be ainting lines on the wheel and lyre.
(
\
,r1 taxying can be reduced:- (

use of brakes and using thrust reversers
ess than 40 kph
c) st~VJJ:lat'on the smoothest parts of the taxiway
d) ta~ulfi at less than 25 knots
•
7. To prevent scrubbing the tyres while taxying, you should :-
a) use tyres with fusible plugs
b) make sharp turns only if you have high speed tyres fitted
~tum no sharper than the minimum specified radius
d) deflate the tyres to a minimum pressure,
SAHIL KHURANA
09871866290
150
8. The best extinguishant to use on a wheel or brake fire is:-

a) C02
(- Lfi}Ory powder
c) Freon
d) Water
(
9. When inflating a tyre fitted to an aircraft, the tyre pressure reading on
(. the gauge should be modified by :-
a) 10psi
(
b) 100/0
c) 4psi
vdJ4%
(.
10. The most likely cause of brake fade is:-

(
a) oil or grease on the brake drums
( b) worn stators
c) the pilot reducing the brake pressure
t-0)overheating
(
11. The pressure needed to operate the w.nh\~
~ es on a large aircraft
comes from:- ~
va)the aircraft main hydraulic system ......_
b) the pilots brake pedals
c) a self contained power pack
d) the hydraulic reservoir
~ .· 12. Which of the following ents will produce the shortest landing
run:- ~
i Crossing the threshol t correct height and speed
ii. Applying full anti-s~· ing as quickly as possible after touchdown
iii. Using maximu I pressure but releasing the pressure as the wheels
start to skid
IV. The use o~nce braking
v. use of rQi~)Jm braking pressure early in the landing run and maximum
pressur~ras the end
VI. , F>~tftibn of reverse thrust as early as possible in the landing run
( ' ~yment
vii. of the lift dumpers/speed brakes as early as possible in the
nding run
·i~ (ii), (vi), (vii)
b) (i), (iii), (vi), (vii)
c) (i), (iv), (vi), (vii)
( .
d) (i), (v), (vi), (vii)
13. The formula which gives the minimum speed (Vp) at which
aquaplaning may occur is:-
a) Vp = 9 X.v
P where Pis kg!cm2 and Vp is in knots
SAHil KHURANA
', SEC-7, DWARKA, NEW DELHI-75
09871866290
(
(
151
(
b) Vp= 9 X. ~P where Pis psi and Vp is in mph.
~p = 9 X ~P where P is psi and Vp is in knots
d) V p = 34 X~P where Pis kg! cm2 and V pis in mph
c
(-
14. An aircraft has a tyre pressure of 225 psi, its minimum aquaplaning
speed will be:-
(
a) 135 mph
vbf135 knots (~
c) 145 knots
(
d) 145 mph
(
15. Landing gear ground locking pins are:-
a) fitted before flight to ensure the landing gear locks are fully co
b) removed prior to flight and returned to stores
c) fitted after flight to maintain a hydraulic lock in the down I
L-d)removed prior to flight and stowed on the aircraft wher, ( \
the crew.
(
16. The most likely cause of brake unit draggi (!
a) dirt between the rotor and stator assemblies
b) grease on the rotor assembly
c) the brake pressure being too high
t)iYfncorrect operation of the adjuster asse
17. A likely cause of nose whee

a) aircraft is overweight
b) the tyre pressures are too (
c) the aircraft is incorrectly
(
(JI1a torque link is worn
18. Creep (slippag~

a) can damage the 'Btiaking system
L))ycan be m~'-~Ej by painting marks on the tyre and wheel rim
c) may ca
d) neve I
19. T+!!]ahti -skid system would be used :- (
..
~) on landing runs only
pn take off runs only
c) for take off on icy runways
UJJ for both take off and landing runs
20. A hydraulic gear retraction mechanism consists of sequence valves,

uplocks and:-
a) an anti-skid braking system
\)} downlocks
SAHIL KHURANA
09871866290
(
152
c) torque links
(
d) a shock absorber.
(~
21. A nose wheel steering control system;-

a) prevents the nosewheel from castering at all times
vb)allows the nosewheel to caster within preset limits when in the neutral
(
position
( c) allows the nosewheel to caster freely at all times
d) prevents the nose gear from lowering if the nosewheels are not centralise
22. At an aircraft taxying speed of 10mph the antiskid braking sys

is:-
~noperative
b) operative
c) operative only on the nosewheel brakes
c d) operative only on the main wheel brakes
( 23. The tyre pressures are checked after a long

following landing. The pressures will have:-
( i
a) fallen by 15% from their rated value

b) risen by 15% from their rated value
c) remained <;9,nstant
~isen by 1~ of their original value
24. The ply rating of a tyre :-

r· a) always indicates the number ft:~~ds or plies in the tyre carcase
b) never in d. icates the numb~t]!Jords or plies in the tyre carcase
c) indicates whether or not,~n-rfer tube should be fitted
~is the index of the tyr~~~gth
25. When the lancij_ia)ear is selected UP the sequence of lights is:-

a) red, green, out.
b) red, out, OFt,
ve}Qreen, Q
d) out, re.d. ~ereen
( 26. "Pf19l"mount of wear on a reinforced, ribbed tread tyre is indicated

~y:-
; ~he offset wear groove
~ ~ marker tie bars
c) concentric wear rings
(,
d) grey cushion rubber
27. In the event of an approach to land being made with the throttle
levers retarded towards idle and the flaps down and the gear up, the
warning given to the pilot will be a;-
SAHIL KHURANA
1\. SEC-7, DWARKA, NEW DELHI-75
09871866290
l
153
(
va}Continuous bell.
b) hom
c) buzzer
l
d) stick shaker
I
28. Lowering the gear using the free fall system will result in the main
landing gear doors :- c·
a) closing hydraulically c
b) closing mechanically
(
~maining open
d) being jettisoned (
29. With RTO (rejected take-off) selected and armed the bra (
automatically applied if:- (,
a) V 1 is not reached after a predetermined distance
b) Vr is not reached after a predetermined distance c
t--c}reverse thrust is selected at any time
d) one of the thrust levers is returned to idle (
(/
30. A green fusible plug is designed to defl
--------is reached.
va)177°C
b) 277 oc
c) 155°C
d) 199°C
c
(
c·
\,
+
("
SAHIL KHURANA
SEC-7, DWARKA, NEW DELHI-75 \
098718662QO
; (
(
154
(·
..
(
Question A B c D t•
Ref·
.•
Question A B c D Ref
....
1 X 16 X ·.
( 2 X . ·. 17 X
~
.:_
.
( 3 X
'
18 x·
I ...
4 X 19 X
<
<
' ..
5 X 20
. . X ..
~
~ ·.~
[V
( 6 X
'.,
21 X ..
~~
I
'· 7 X 22 X
~-~ r-x
(.I .·~
8 X. 23
'
~C ~'
(
9 X ' ' .•.... .
·24 A
X ..
( ''.1\
(
10 X <
'
25 411
~··
~
' X
-·c':'·
.
·,·.. ·.
~'
,,,
l1 X 26 \ ~ X
(
12 X
.... ··~·· X
13
'
X
'
.·,··,·~~ ~\.
• ~1 '
X
14 X ,···~· 29 I X
·co:.
15 •. xt. ~r 30 X !
SAHIL KHURANA
09871866290
(
155
\
c
ANTI-ICING
('
1. The electrical supply to the propeller blades for de-icing purposes:
vaJfs controlled to give an intermittent supply. (
b) must be taken directly from the APU generator.
c) must only be selected on for short periods. (
d) is continuous to all blades.
(
2. Propeller blade heating elements are: .
(
a) fitted only to the thin outer sections where maximum ice accretion occurs.
b) fitted only to the thick inner section where minimum ice accretion occurs.
verusually fitted to the thick section but sometimes a second element is fitted to a mid s
c
d) fitted to the complete leading edge.
3. When an aircraft is de-iced prior to departure, if the temperature is ooc in (

which type of fluid and application method will provide the longest holdover
a) Type I fluid@ 100% cold spray application. c
b) Type II fluid diluted to 50% hot spray application.
c) Type I fluid diluted to 50% hot spray application.
c
L)irType II fluid @ 100% cold spray application. (
4. The effect of frost on an aircraft:

a) is to cause an increase in boundary layer energy and (
b) can be generally ignored.
c) has no significant effect on the aerodynamic co (
~s to cause an increase in the surface roughn.ess wl\ich in tum increases skin friction and
reduces the kinetic energy of the boundary
(
5. In flight airframe icing does not oc
a) above 25 000 feet. (
vhJabove 40 000 feet.
c) above 35 000 feet.
d) above 30 000 feet.
6. The methods used t~de de-icing in flight can be:

a) mechanical or ~eurpa'tic or fluid.
t-hfpneu~atic e~~l ~r fluid. .
.· 'l~ateo or air heated or ml heated.
c) electncall%).
d) centrifti'gal~forced or ram air heated. c_.
7. Ice"trdctors are used primarily to warn the crew:

~ that they are approaching airframe icing conditions.
; ~hc!t they are approaching engine icing conditions.
c) that engine icing conditions now warrant the initiation of the engine system.
at airframe icing conditions exist.
8. Fluid is delivered to a propeller by:

a) a centrifugal slipper ring and pipes.
b) integral passages within the propeller dome.
c) a small reservoir contained within the spinner.
SAHIL KHURANA
09871866290
\ .
156
(
varaslinger ring and pipes.
9. If an aircraft is to be de-iced prior to departure:

a) the aircraft can be de-iced with the engines running.
b) the aircraft can be de-iced with the APU running.
~he aircraft can be de-iced with the APU running and the bleed air off.
(
d) neither the APU or main engines can be running during the procedure.
10. With a gas turbine engine, should engine anti-icing be selected "ON":
a) whenever the igniters are on.
vb)whenever the IOAT is+ 1 ooc or below and the air contains
c) whenever the TOAT is+ 1 ooc or below and it is raining.
(
d) whenever the ice detector system warning light comes on.
I (
I I I
(
I JIBICID
(
I
2
-3
-
4
t-; I li)
~
6
-7 I . ~"'Y I~
-
~
I ~l'lli Y I I I
(.
\
'
A:3· I I 1·•.-(f
(
........ '-'""""'-". ~ .i)
-- . .
(c
SAHIL KHURANA
09871866290
(
157
1. In a pneumatic de-icing system: ('

a) the boots remain inflated while the system operates. (
vbJthe boots are inflated and deflated repeatedly.
c) vacuum inflates the boots and pressure deflates them repeatedly.
d) when the boots are fully inflated the pressure is released and they collapse due to their
elasticity.
("
2. When the pneumatic de-icer system is switched off:
a) the relief valves admit ram air to the boots. (
b) a small flow of hot air continuously flows through the boots.
c) the dynamic pressure on the leading edge ensures that the boots lie flat. (
L)l}Vacuum deflates the boots to minimise drag.
(
3. Propeller electrical de-icing systems:
(
a) use only continuous loads to the elements.
~se a cyclic timer. (
c) convert electrical energy to mechanical energy.
d) transfer power to the elements via a commutator in DC syst (
4. To prevent propeller elements overheating: c

a) use only when all other services are switched off. (
b) carry out a load check before starting engines.
~e only when the propellers are rotating. (
d) use only when in flight.
5. A thermal wing de-icing system:

a) feeds hot air along the complete up g surface.
b) feeds the engine exhaust throu ading edge ducts only. (
..._.-i'J can use air taken from the en mpressor.
(
d) relies on heat generated netic heating effect ofthe airflow. '·
(
6. Pilots cockpit wind
a) only to prevent con~~ion occurring.
b) by agitating t~~in..9ow molecules with an AC current.
c) with a refleeti~_Ver coating that prevents fogging.
~by passin~,rr,ent across an inner conductive electrical coating.
(
urn strength against impact damage pilots windows are:

C_
a) nof'iiWly kept to a minimum size.
sp~cially treated during construction. (
eated internally to increase their elasticity.
d) only heated when the IOAT falls below 0°C in precipitation. \.
8. Pilots cockpit windows are:

a) only heated by air from the de-misting fan.
b) constructed by heat treating the outer surface to reduce glare.
~made of sandwich construction with an electrical conductive coating.
d) made of polarised glass.
1, ___ ,
SAHIL KHURANA
09871866290
(
(
158
(
( 9. If an aircraft is to be de-iced prior to departure:

a) the aircraft can be de-iced with engines running.
( b) the aircraft can be de-iced with the APU running.
ve}The aircraft can be de-iced with APU running and bleed air selected off
d) neither APU or engines can be running.
(
10. An aircraft is to be de-iced and then enter the line up for departure. Which de-ice fluid
will have the best holdover time at 0° C with precipitation:
a) type I fluid at 100% cold spray.
b) a 50%/50% solution oftype II fluid hot spray.
c) a 50%/50% solution of type I fluid hot spray.
vd)type II fluid at 100% cold spray.
·.!AlBIC
1 .
ID
- I II
··i)
2 l~
3
-
' .
( 1s l I
4
l(f
-
6
-
( '
rZ. Sr~~-1 I <t
(
( , 9· I I I ¢-
( ~ I I I
( 0~ l 1-l)
0
(
SAHIL KHURANA
l. SEC-7, DWARKA, NEW DELHI-75
09871866290
(
159
EMERGENCY EQUIPMENT DGCA QUESTIONS

1. A flight deck indication that a fixed fire extinguisher has been fired is: r
a) a green coloured bursting disc
b) a protruding indicator pin at the discharge head
c) low pressure warning lamp ('
d) thermal discharge indicator
2. One type of extinguishing agent you would expect to find in an aircraft installed engine
fire protection system is:
a) Carbon dioxide (
b) Argon
c) Helium (
d) Freon
(
3. A wheel brake fire should be fought with a:
(
a) water/gas fire extinguisher
b) dry powder extinguisher ( '
c) Carbon dioxide extinguisher
d) foam fire extinguisher
4. An engine fire extinguisher has discharged due toano (

in its vicinity. This will be indicated by: (
a) a bursting disc in the discharge nozzle
b) an externally mounted warning lamp (
c) an externally mounted discharge indicator
d) an audible warning
5. On a multi engined aircraft, an eng· warping system consists of

a) flashing red lights for each engi a.warnipghom ( .
b) steady red light for each engi common warning bell
c) flashing red light for each nd a common warning bell (
d) steady red light and be
(
6. Smoke detectors ar~a m:
a) passenger cabi~ ca:~ bays, electrical equipment bays
b) cargo bays, ~partment, toilets
c) toilets, el t ,-" · quipment bays, APU compartments
d) cargo It~ lectrical equipment bays, toilets (
(
7. A ~cir~ui~ in a resistive "fir~ wire" detector will:
~ fire t1ie sqmb m the fire bottle dtscharge head (
~ ~aiise a spurious fire warning to be received
c) cause the blowout disc to be ruptured
d) disable the test circuit
8. On receipt of an engine fire warning on the flight deck the correct procedure should be:
\__
a) fight the fire with the flight deck BCF fire extinguisher
b) pull the fire handle, fire the fire extinguisher, shut down the engine \_
c) shut down the affected engine, pull the fire handle, fire the first extinguisher
d) fire the first extinguisher, pull the fire handle, shut down the engine
SAHIL KHURANA
1\__
09871866290
(.
(
160
(
9. Fire detection systems:

a) automatically fire the engine extinguishers
( b) can only use AC electricity
c) are connected to the Vital bus bar
d) can be tested from the flight deck
(
10. A toilet fire extinguisher is activated:
( a) by high temperature in its vicinity
b) by remote control from the flight deck
c) by a switch at the nearest flight attendant station
d) by a smoke detector
11. Emergency exits:

a) can only be opened from the inside
b) must have an escape slide fitted to them
c) are painted yellow
( d) must be outlined externally by a 2 inch band of contrasting colo
(
12. Regulations governing the fitting, marking and use of sa:fi
a) British Civil Airworthiness Requirements
b) Navigation Regulations
~~
c) Joint Airworthiness Requirements
d) Operations Manual
13. An automatic escape slide:

a) can be armed from the inside ofthe a·
b) can only be activated from the flig
c) automatically inflates when the lches are activated
d) inflates when the recovery te he door from the outside of the aircraft
14. Emergency lighting mu able of remaining illuminated for a minimum of:

a) 5 mins
b) 7 mins
c) 10 mins
d) 15 mins
1cator light on the emergency torch is flashing at 4 second intervals. This

indic
l. \ a)th
the t~h is serviceable
th&battery needs replacing
d)~e filament is broken
•!
16. Nomex gloves are provided on the flight deck to:
a) protect hands during cold weather refuelling operations
b) remove hot meal containers from the oven
c) protect hands from hot materials during firefighting
d) to allow tum around checks to be carried out on a hot gas turbine engine
.I
SAHIL KHURANA
'" 09871866290
161
(
17. If the emergency lighting system is powered from the aircraft electrical system, it takes is
power . (~-.
supply from: ("·
a) AC essential bus-bar ;,
b) DC essential bus-bar (
c) Vital DC bus-bar
d) The inverter
18. Lifejackets are inflated with compressed:

a) Helium
b) Nitrogen
c) Freon
d) Carbon Dioxide
19. Emergency lighting:

a) can be switched on from the flight deck only (
b) must illuminate the inside of the passenger cabin only

c) comprises flight deck lighting, cabin internal and externallighti
d) once activated cannot be switched off ( '
20. A Cut-in area: (

a) always has a crash axe located next to it
b) is designated as a weaker fuselage area
c) is lit internally by the emergency lighting system%.~
d) is delineated by external markings having fight a
'
(
$ (
(.
\_
SAHIL KHURANA
09871866290
06l9981L860
SL-1Hl30 M3N 'V)I~VMO 'L-J3S
VNWnH>IliHVS
. )
\
)
)
X 80
X LO
90
X so
)
tO
£0
X tO
10
)
a
)
l9!
163
FUEL SYSTEMS
('
1. With an increase in altitude the boiling point of fuel will:
a) Stay the same. r
b) Increase.
t.-Gt-Decrease.
d) Increase up to FL80 then remain the same.
2. Modem jet aircraft fuel tanks are pressurised: ~A

L-a}1(y air from the engine compressor to prevent cavitation.
b) By air from the air conditioning system to prevent cavitation.
'c) By ram air to prevent cavitation.
d) By ram air to stabilise the boiling point.
3. Fuel is heated from which of the following?

a) Air conditioning air.
vb]Air from the compressor. (
c) Air from the Bootstrap.
d) Air from the turbine.
4. Fuel is heated to:

c
va[Prevent waxing.
b) Ensure vapour losses are minimised.
c) Make it more viscous.
d) Make it easier to flow under all conditions
5. Fuel booster pumps are situated in I )
t.--a-) The fuel tanks.

b) In the line between the main~*r.rftks and the engine.
'
c) Low pressure side of the
d) High-pressure side oft
7. In a high by passe (,
a) high pressure+<
L.-b}iligh pressu
c) low press
d) Inter
ect of the high pressure compressor outlet pressure exceeding its maximum value
eulel be:
tlfessure sensor input to fuel control unit (FCU)FCU reduce fuel, reduce RPM
b) Pressure sensor input to fuel control unit (FCU) FCU increase fuel, increase RPM
c) Pressure sensor input to fuel control unit (FCU). Bleed valve open, bleed off excess
volume of air.
d) Pressure sensor input to fuel control unit (FCU). Bleed valve open, bleed off excess
pressure.
SAHIL KHURANA
09871866290
I
~~v
l ---rf'../':> '\ v r· . ?. ':'J r-)/ :• )r
164
(!
9. Which of the following is a normal stopping device for a gas turbine?
( a) LP shut off valve close.
b) Fuel tank booster pumps select off.
\..-C) HP shut off valve close.
d) Isolate electrics from engine.
( 10. Which of the following is a correct statement?

LAfWhen an engine is running, the combustion chamber drain is closed by a pressure
(
operated NRV.
b) When an engine is running, the combustion chamber drains tank is opened by a pre
operated NRV.
c) When the engine is shut down the drains tank closes to minimise fuel losses. r. ,.,
d) When the engine is shut down, residual fuel is syphoned directly back to t~~nks
to minimise fuel losses.
(
11. The fuel flow-meter is situated:
(. a) Between LP pump and the FCOC.
b) Between LP pump and HP pump.
c c) Just before FCU .
c .-----d) Between HP shut off valve and fuel nozzles.
12. An overheat in the turbine will result in:

a) An electrical signal from the thermocouple sent ly to the FCU and fuel being
reduced.
I, b) An electrical signal from the thermocou plified then sent directly to the FCU and
fuel being reduced.
c) Pilot observing overheat on tern gauge then subsequently throttling back the
engine, therefore reducing fuel.
~
v-d) Pilot observing overheat OJJ te' rature gauge then subsequently increasing RPM to
g air, to decrease turbine temperature.
13. Aircraft flying at F~l the booster pumps feeding the engine cease to work:
a) The engine wo~d cl:'~ down immediately.
vbJThe LP pum ~~w fuel from the tank, but there may be a possibility of cavitation
due to the I ~lsure and low boiling point of the fuel.
c) The LP will draw fuel from the tank, but there may be a possibility of cavitation
duet~~ w pressure and higher boiling point of the fuel.
d) Th~ump will draw fuel from the tank, but there may be a possibility of cavitation
ue t~ the higher pressure and higher boiling point of the fuel.
( 14. The fuel cooled oil cooler:

a) Heats the oil and cools the fuel.
b) Heats the fuel only.
c) Cools the oil only.
Ji}Heats the fuel and cools the oil.
SAHIL KHURANA
09871866290
(
165
(
1. c
(
2. c
3. B (
~4.
4. A
5. A (
6. . .
7. B
8. A
9. c
10. A
11. D
12. B
-~'
~~
(
13. B
14. D (
( I
( '
l,
+
l,
I,
\.
SAHIL KHURANA
09871866290
(,
166
(-,
FUEL SYSTEM
( 1. Baffles are fitted in aircraft fuel tanks:
(
a) to assist in correct fuel distribution.
vb)to prevent fuel surging during aircraft manoeuvres.
c) to prevent the static build up in the tank during refuelling.
d) to channel fuel to the vent valve.
(
( 2. A power failure to a capacitive fuel contents system would cause the gauge to:
a) show full scale deflection high.
b) fluctuate between high and low readings.
c) remain fixed on the last contents noted before failure.
ul)1how full scale deflection low.
3. A fuel booster pump, besides pumping fuel to the engine, can also be
( )
~jettison and transfer fuel.
( b) jettison and heat the fuel.
c) transfer and heat the fuel.
( d) transfer and recycle the fuel.
(
4. During fuel jettison, the aircraft is protected aga· g out of fuel by:
a) high level float switches.
b) preset jettison quantity switches.
c) the crew remaining alert.
vtJ low level float switches.
5. To indicate that a refuelling bow es JET Al aviation kerosene:
a) yellow and black stripes are on the refuelling hose.
b) JET A 1 would be painted · high symbols on the side of the container.
v-e)JET A 1 is printed in w black background label positioned prominently on
the vehicle.
d) the driver wears .yellow water and fuel proof jacket.
6. Adjustmen!~Jiave to made to an aircraft's engine fuel system if it has been

( , refuelled wi_th~~ instead of its normal JET Al fuel, these adjustments are to cater
for:
~ theepi:in the specific gravity of the fuel.
\ , b) th~fi • ge in the calorific value of the fuel.
~l the c ange in the viscosity of the fuel.
;: ,th~ lack of HITEC lubricant in the fuel.
7. The differences between AVGAS 100 and AVGAS lOOLL are:

Colour Anti-knock value
a) Same Same
b) Same Different
v¢5 Different Same
d) Different Different
SAHIL KHURANA
09871866290
('
167
(
8. The aircraft cannot be refuelled while: (

a) a ground power unit is operating on the ramp. (
LP}-passengers are walking through the refuelling zones.
c) passengers are boarding. (
d) the A.P.U. is running.
(
9. The disadvantage of refuelling the aircraft to "tanks full" the night before a (
departure in the heat of the day is that
(
a) the change in the specific gravity may cause the aircraft to be overweight.
L)>-} the change in the volume of the fuel may cause it to spill through the vent s
c) the change in calorific value may reduce engine power to below sufficie.
d) the R.P .M. governor will be rendered inoperative. (
10. An aircraft using MOGAS:

c
a) is likely to be affected by detonation at cruise power (
b) must have booster pumps fitted in the fuel tanks
(
~) is more likely to be affected by vapour locking and c
d) will suffer from a loss of power durittg take off (.
(
QUE 1 2 3 4 5 7 8 9 10
ANS B D A D c B B c
(
FUEL SYSTEM
1. If a fuel sample appears clo azy, the most probable cause is: (
va)Water contamination. (
b) anti-microbiological a 'I
(
c) mixing different fu, i·
d) oil in the fuel. j
I (
~pped with a compensated capacitance type fuel quantity (_.

indicatioiSs. . graduated to read in kg, the temperature increases just after the
tanks ar ·. 1lled with fuel. If the fuel expands by 10%, the gauges will show:
a) anlft~ se of 10%.
b) a ~ase of 10% of the volume factored by the new specific gravity.
(
a gecrease.
e same amount.
3. The exhaust gases from the A.P.U. go into the refuelling zone. The A.P.U.:
a) must be switched OFF throughout the refuelling operation.
\
b) can be started while refuelling is carried out.
ve)Inust be started before fuelling is carried out, and can be run throughout the
refuelling
\.
SAHIL KHURANA
09871866290
168
(
operation.
( d) can be started only after the refuelling operation has been terminated.
4. De-fuelled fuel:
a) can only be used in domestic heating systems
b) can only be used by aircraft from the same operators fleet.
(
c) must be put back into storage.
( LJrtannot be re-used until its quality has been verified.
( 5. The background colour scheme for fuelling system pipelines carrying the
following fuels is:
JET AIAVGAS
a) Red Black
L-h)Black Red
(
c) Red Yellow
(' d) Yell ow Red
( 6.AVGAS:
a) is coloured red for identification purposes.
(
~s coloured green if it is a leaded fuel and blue if·
( c) has no artificial colouring and appears either c r~ straw yellow colour.
d) can only be used in piston engines if oil is a improve its anti-knock
properties.
'(})Information relating to the use of can be found in:

caJC.A.A. General Aviation Safety Leaflets.
b) Advisory Information Circ
c) Notams.
( d) C.A.A. Airworthiness
(
8. The fuel cross fee4_~s are fitted in order to facilitate:
~e use of fuel from\Wy tank to any engine.
b) refuelling w~y one bowser is in use.
( c) isolatior{obh~ngine from the fuel system in the case of an engine fire.
d) transfii;.._~~l between the main fuel tanks.
mg with passengers on board is not permissible:

on a tlxed wing aircraft.
"f~ V GAS is being used.
c) if the aircraft has more than twenty seats and the ratio of cabin attendants to
passengers
is greater than 1 :50 and it is a wide bodied jet.
d) in any of the above cases.
10. While refuelling with passengers on board, when a loading bridge is in use:
SAHIL KHURANA
09871866290
169
a) two sets of extra steps must be provided, one of which must be at the rear of the
aircraft. .
vh)-the rear left or right door must be manned constantly by a cabin attendant ready for C:-
use as an emergency exit using the inflatable escape slide.
c) ground servicing must not be carried out. (
d) catering and cleaning must not be carried out.

(
QUE l 2 3 4 5 6 7 8 9 (
ANS A D c D B B A A
FUEL SYSTEM
(
1. A "wide-cut" fuel is:
vaYmore flammable than a kerosene type fuel. (
b) less volatile than a kerosene type fuel. (

c) coloured red for identification purposes.
d) commonly used in civilian transport aircraft
2. The purpose of fitting baffles in fuel tanks is t,

a) prevent longitudinal movement of the fuel d"biacceleration.
b) allow the booster pump to remain cove~ byluel irrespective of the aircraft
attitude
~ydampen lateral movement of the fu e wing tanks during a sideslip
d) maintain a pre-determined quan el in the outboard section of the wing tanks
3. Fuel is heated: .,.

( •'
a) to stop cavitation in th ressure Fuel Pump.
b) to maintain a const · s osity. c.
c) to prevent water o nation.
viJto-stop ice blqcking he Low Pressure fuel filter.
4. What is th_~tion of a collector tank (feeder box)

atpreve~nation during take off
v15) prf~f(CaVitation of the booster pumps
c) prev.Qit fuel surge due to extreme aircraft attitude
allow suction feeding of the engine pump
<(>
5. Fuel tank booster pumps are:

~centrifugal, low pressure.
b) centrifugal, high pressure
c) gear type, low pressure
d) gear type, high pressure
6. The advantage of a capacitor type fuel contents gauging system is that the circuit:
SAHIL KHURANA
09871866290
170
()
a) responds to changes in specific gravity.
(~
b) compensates for high altitude flight.
J (~~ c) responds automatically to extremely low temperatUres.
vd)compensates for aircraft attitude changes.
('
7. The Low Pressure engine driven pump:
(----\
a) backs up in case the engine High Pressure Pump fails.
I vb)Oacks up in case of a double booster pump failure.
c) assists in the refuelling operation if only low pressure refuelling systems are
( available.
d) pressurises the fuel tanks to assist flow to the booster pumps.
(:
(' 8. The purpose of the fuel cooled oil cooler is to:

a) heat the oil and cool the fuel.
! ( )
vb)heat the fuel and cool the oil.
,r-'1
\ '
c) cool the oil.
d) heat the fuel.
c~
9. If a fuel tank with a capacitive quantity system was
c~
the gauge
(_-' would indicate:
a) full scale low (zero)
i I
I '
b) it would indicate the same as if it were
(' v-e)'full scale high (max)
d) it would freeze at the last known in
C'
(
10. AVTUR or JET AI:
va) varies in colour between c straw yellow.
( b) is a wide cut fuel whic normally used in civilian transport aircraft.
c) is a gasoline type a high flash point.
c d) is a 97 octane fu, prevents detonation in gas turbine engines.
(
(~
l, 3 4: 5 6 7 8 9 10
i
(_
D B A D B B c A
I
\-
I
',
\.
SAHIL KHURANA
09871866290
';
. )
. )

Book 3573

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Book 3573

Uploaded by

Copyright:

Available Formats

- (Yo/r /L' \~'c'cfCJt;(JJ(t'i

Low volt out

T ... •-..a; ... .-.. • - -... ---..a . . .

CCIJIP)tto MIHJOO. DOlUJMU

NC!>o-(> - w hlf t s k_re_r-. l ~ , b-.s ct 1-4_ v, L rv Y\d 1'v"fj Cnea~ g) F Cotp~.

(" f}f}'tf/WMlWfJJJrt ~W~Ilti¥fl

( The ideal properties of a hydraulic fluid are:

There are six main components com

~~0J'rf ~ co_sJ-e H\ ~ ";j II f- A ~ .

( CLOSED CENTER SYSTEM

Ce>~v'-t,-.t-~ \1\jJ('(ZTl) /,·( f'>'- ,ACTUATOR

""R E...S ~-f<- v v~~

Engine driven pumps (EDP) or elec

;@vmf C?C Rf/1

w ~_p '(\ 0 1 "Qp / (J QJ C-- s. ())C£-1 h p lr:Y k r3::, KJ1 0 j'!l

AUTOMATIC CUT OUT VALVES (ACOV)

(, PYJ·~Cj fo'((' ~ 7 o s;, <-~ PP I >P~I/if r k furN)f

{.Relief valves for:

? Pressure Maintaining Valv1 ssure maintaining valve, or priority valve, is basically a

PriotityVafve Seate(f fiioril:y Valve l.fn-:-seated

' ' .,,,_. hv Yfl (!t•

~fuses,w. se increased flow rate are fitted upstream of components that

moving across and blocking the flow.

.·"'""~'==="'' <4- ems.aurililrul..Aic

(a) Hand (Double Acting)

(Reduces pump wear •

Separator (Closes and stops flow When

1. IC SYSTEM IS AOIVATED BY EDP OR ELEORIC PUMP

( 4-~' 2.1 Psr

SJJe,f:j WI~ .... . . ·.·

(- Pressuri sed areas •. ·.-• --,

The ~mum differential, or max diff, as it is also referred to, is determined

SYSTEM CONTROL. T~'

The ~~tion of these valves is governed by the pressure controller when in

c INWARDS RELIEF VALVE

c) DUMP VALVE. A d~"'-~9,mponent1 the Dump Valve 1 will

., .......... ~'E .. Addition some pressure controller~ are fitted with a

If pre-pressurisation ~ ~the schedule then inputs will be required from

odes of operation, auto {1 & 2) and manual with the outflow

Taxi. When the aircraft begins to taxi the pressurisation GROUNqfrUGHT

(: Cruise. When cruise altitude is reached the controller will s;!

cement of the descent the controller will

( The minimum indications required for a pressurisation svstellil'

THE EVENT OF A PRESSURE FAILURE

power unit bleed air

( **Non-return valves (NR't) are installed in the LP stage ducts to pr

ressure shut-off valve and a pressure relief valve is

d over pressure conditions will be indicated to the pilots by warning lights. If an

A..ac;.I~PRINCIPLES OF AIRCRAFT AIR CONDITIONING

5) Ventilation- Adequate ventilation must be provided on the ground and du

6) Duplication -The air-conditioning system must be duplicated to

There are two different methods in which

es which are engine driven, and

1t; it requires lubrication.

es creates a pulsing, changing air pressure (whomp-whomp effect), which is

SPILL 'AND FLOW CONTROL VALVE

( BYPASS VALVES (t-evrtp 6€ Vt~O'f~ )

They function as temperature control valveL

(· Jt The speed of the CAU is determined by the temperature requirements ot

FANTURBINE(TURBO-FAN} -!"'-·!> A-C- ?C{c\L ,1,_ effe.r:h·rt LDNvr s

VAPOUR CYCLE MACHINES (VCM)

(" - t.OW PRESSUJ'U! LIQUID

I ( **At pressures the boiling point is increased and vice versa.