Piston Engine - Pilotexam.in

Results

Q1. In an air cycle machine (bootstrap system), bleed air that is downstream of the first heat exchanger is:

Compressed, then passed across an expansion turbine and finally passed across the second heat exchanger

Passed across an expansion turbine, then directly passed to the second heat exchanger

Passed across an expansion turbine, then compressed and then passed through the second heat exchanger

Compressed then passed through the second heat exchanger and then passed across an expansion turbine

Q2. To enable proper functioning of a piston engine during throttle advance a carburettor fitted with:

A power jet

A diffuser (compensating jet)

An accelerator pump

A mixture control

Q3. Which statement is correct concerning the effect of the application of carburettor heat?

The volume of air entering the carburettor is reduced, thus enriching the fuel/air mixture

The volume of air entering the carburettor is reduced, thus leaning the fuel/air mixture

The density of the air entering the carburettor is reduced, thus enriching the fuel/air mixture

The density of the air entering the carburettor is reduced, thus leaning the fuel/air mixture

Q4. When applying carburettor heating:

no change occurs in the mixture ratio

the mixture becomes richer

a decrease in RPM results from the lean mixture

the mixture becomes leaner

Q5. In which sections of the carburettor would icing most likely occur?

Venturi and the throttle valve

Float chamber and fuel inlet filter

Main air bleed and main discharge nozzle

Accelerator pump and main metering jet

Q6. In an engine equipped with a float-type carburettor, the low temperature that causes carburettor ice is normally the result of:

freezing temperature of the air entering the carburettor

low volatility of aviation fuel

compression of air at the carburettor venturi

vaporization of fuel and expansion of the air in the carburettor

Q7. A fuel strainer when fitted to a carburettor will be positioned:

downstream of the discharge nozzle

between the metering jet and the discharge nozzle

between the needle valve and the metering jet

upstream of the needle valve

Q8. To maintain a constant mixture at low and high power settings in a piston engine, a carburettor is fitted with:

a diffuser (compensating jet)

an accelerator pump

a mixture control

a power jet

Q9. The main function of a carburettor in a piston engine is to:

Prevent vapour lock

Supply a correct fuel-air mixture at all speeds

Prevent detonation

Control the amount of air entering the airscoop

Q10. In a piston engine, the purpose of an altitude mixture control is to:

prevent a weak cut when the throttle is opened rapidly at altitude

enrich the mixture strength due to decreased air density at altitude

correct for variations in the fuel/air ratio due to decreased air density at altitude

weaken the mixture strength because of reduced exhaust back pressure at altitude

Q11. The main purpose of the mixture control is to:

increase the oxygen supplied to the engine

decrease the oxygen supplied to the engine

decrease the air supplied to the engine

adjust the fuel flow to obtain the correct fuel/air ratio

Q12. The function of a diffuser (compensation jet) is to:

Enable proper functioning of a piston engine during throttle advance

Enable engine starting

Enable engine idling

Maintain a constant mixture in a piston engine at low and high power settings

Q13. The operating principle of float-type carburettors is based on the:

measurement of the fuel flow into the induction system

difference in air pressure at the venturi throat and the air inlet

increase in air velocity in the throat of a venturi causing an increase in air pressure

automatic metering of air at the venturi as the aircraft gains altitude

Q14. The purpose of the venturi in a carburettor is to:

create the suction necessary to cause fuel to flow through the carburettor main jets

prevent enrichment of the mixture due to high air velocity through the carburettor

create a rise in pressure at the throat before the mixture enters the induction system

ensure complete atomisation of the fuel before entering the injection system

Q15. The purpose of the venturi in a carburettor is to:

prevent enrichment of the mixture due to high air velocity through the carburettor

create the depression necessary to cause fuel to flow through the carburettor jets

ensure complete atomisation of the fuel before entering the induction system

create a rise in pressure at the throat before the mixture enters the induction system

Q16. One of the purposes of the bleed valves fitted to axial flow compressors is to:

spill compressor air should the engine overspeed thus controlling the speed

control the acceleration time of the engine

reduce the tendency to compressor stall

enable an external air supply to spin up the compressor for engine starting

Q17. The main reason for opening the cowl flaps is to control the:

oil temperature

cabin temperature

E.G.T (exhaust gas temperature)

C.H.T. (cylinder head temperature)

Q18. Carburettor heating is generally not used with take-off and climb-power settings, because of the:

Loss of power and possible detonation

Impossibility of engine supplying enough heat

Fire hazard involved

Increased drag

Q19. If the manifold pressure gauge of a piston engine shows an increase shortly after carburettor heater is turned on, it indicates:

Excessive heat is being used

Mixture was too lean

Overheating of cylinder walls

Ice was forming in carburettor

Q20. When applying precautionary carburettor heating on a reciprocating engine with a fixed pitch propeller:

The RPM decreases

The mixture does not change

The mixture becomes leaner

The RPM increases

Q21. When applying precautionary carburettor heating on a reciprocating engine with a fixed pitch propeller:

The RPM increases

The mixture becomes richer

The mixture becomes leaner

The mixture does not change

Q22. When applying precautionary carburettor heating on a reciprocating engine with a constant speed propeller:

The RPM decreases

The mixture becomes leaner

The RPM remains constant

The RPM increases

Q23. When applying precautionary carburettor heating on a reciprocating engine with a constant speed propeller:

The RPM increases

The mixture becomes leaner

The RPM decreases

The mixture becomes richer

Q24. Which statement is true concerning the effect of the application of carburettor heat?

it reduces the volume of air entering the carburettor, thus enriching the fuel/air mixture

it reduces the volume of air entering the carburettor, thus leaning the fuel/air mixture

it reduces the density of air entering the carburettor, thus enriching the fuel/air mixture

it reduces the density of air entering the carburettor, thus leaning the fuel/air mixture

Q25. Which of these statements is correct regarding piston engine induction system icing?

Induction system icing affects only engines equipped with carburettors.

Ice on the throttle valve is usually formed in the induction system of fuel injection systems.

Fuel ice is normally formed in the induction system of fuel injection systems.

Ice accretion affects both fuel systems and engines equipped with carburettors.

Q26. The first indication of carburettor icing, in aeroplanes equipped with constant speed propellers, during cruise would most likely be a:

decrease in manifold pressure

rough running engine followed by an increase in manifold pressure

rough running engine followed by loss in rpm

decrease in rpm

Q27. With respect to a piston engine aircraft, ice in the carburettor:

will only form at OAT's below the freezing point of fuel

will only form at OAT's below +10°C

will only form at outside air temperatures (OAT's) below the freezing point of water

may form at OAT's higher than +10°C

Q28. Which one of the following factors would be most likely to increase the possibility of detonation occurring within a piston engine?

Slightly retarding the ignition timing

High cylinder head temperature

Using an engine with a low compression ratio

The use of a fuel with a high octane rating as compared to the use of one with a low octane rating.

Q29. If the engine, with a fixed pitch propeller, is detonating during climb out after takeoff, the normal corrective action would be to:

lean the mixture

apply carburettor heat

increase the rate of climb

reduce the throttle

Q30. The conditions which can cause detonation are:

High manifold pressure and low revolutions per minute

Low manifold pressure and high fuel flow

High manifold pressure and high revolutions per minute

Low manifold pressure and high revolutions per minute

Q31. With a piston engine, when detonation is recognised, you:

Increase manifold pressure and enrich the mixture

Reduce manifold pressure and lean the mixture

Reduce manifold pressure and enrich the mixture

Increase manifold pressure and lean the mixture

Q32. When detonation is recognised in a piston engine, the correct procedure is to:

reduce manifold pressure and fully enrich the mixture.

increase manifold pressure and fully enrich the mixture.

increase manifold pressure and lean the mixture.

reduce manifold pressure and lean the mixture.

Q33. Which one of the following factors would be most likely to increase the possibility of detonation occurring within a piston engine?

slightly retarding the ignition timing

using an engine with a low compression ratio

using too lean a fuel/air mixture

the use of a fuel with a high octane rating as compared to the use of one with a low octane rating

Q34. The use of too low an octane fuel may cause:

detonation

vapour locking

higher manifold pressure

a cooling effect on cylinders

Q35. A piston engine may use a fuel of a different grade than the recommended:

never

provided that it is an aeronautical petrol

provided that the grade is higher

provided that the grade is lower

Q36. Spark timing is related to engine speed in the way that the:

faster the engine functions, the further past TDC the spark occurs

faster the engine functions, the more retarded the spark is

faster the engine functions, the more the spark is advanced

slower the engine functions, the more the spark is advanced

Q37. The purpose of the barometric correction in a fuel controller is to:

reduce the fuel to air mass ratio when the altitude increases

maintain a constant fuel flow whatever the altitude is

maintain the correct fuel to air mass ratio when the altitude increases

increase the fuel to air mass ratio when the altitude increases

Q38. The cylinder head and oil temperatures may exceed their normal operating ranges if:

the engine is operated at a higher than normal oil pressure

the engine is operated at a too rich mixture

a lower octane rating than specified for the engine is used

a higher octane rating than specified for the engine is used

Q39. The cylinder head and oil temperature gauges are to exceed the normal operating ranges if a pilot

operates with the mixture control set too rich

operating with higher-than-normal oil pressure

uses fuel that has a rating lower-than-specified for the engine

uses fuel that has a rating higher-than-specified for the engine

Q40. Pre-ignition refers to the condition that may arise when:

the sparking plug ignites the mixture too early

a rich mixture is ignited by the sparking plugs

the mixture is ignited by abnormal conditions within the cylinder before the spark occurs at the plug

the mixture is ignited before the piston has reached top dead centre

Q41. Vapour locking is caused by:

vaporizing of fuel in the nozzles.

the formation of water vapour in a fuel system.

vaporizing of fuel prior to the engine.

the inability of fuel to vaporize in the nozzles.

Q42. The safest method of priming a piston engine for starting is:

Injection of fuel in the cylinder intake ports

By turning the propeller sever times with the throttle wide open

Pumping the throttle

Injection of fuel through spark plug holes

Q43. Excessive priming of a piston engine should be avoided because:1. It drains the carburettor float chamber2. the risk of engine fire3. The risk of flooding the engine4. it fouls the spark plugsThe combination that regroups all of the correct statements is:

1, 2, 3

1, 2, 4

2, 3, 4

1, 3, 4

Q44. The function of the primer pump in a reciprocating engine is to:

serve as an alternate pump in case of an engine driven pump failure

provide additional fuel for an engine start

inject additional fuel during engine acceleration

to serve as main supply pump in a fuel injection system

Q45. The power of a piston engine, which will be measured by a friction brake, is:

heat loss power

indicated horse power

brake horse power

frictional horse power

Q46. The camshaft of a piston engine rotates at:

The same speed as the crankshaft

Twice the speed of the crankshaft

Half the speed of the crankshaft

Four times the speed of the crankshaft

Q47. A piston engine compression ratio is the ratio of the:

total volume to the clearance volume

total volume to the swept volume

clearance volume to the swept volume

swept volume to the clearance volume

Q48. The compression ratio of a piston engine is the ratio of the:

volume of the cylinder with the piston at bottom dead centre to that with the piston at top dead centre

diameter of the bore to the piston stroke

area of the piston to the cylinder volume

weight of the air induced to its weight after compression

Q49. The crankshaft of a piston engine rotates at:

Half the speed of the camshaft

Twice the speed of the camshaf

Four times the speed of the cam shaft

The same speed as the camshaft

Q50. The thermal efficiency of a piston engine is about:

50%

30%

80%

70%

Q51. The global output of a piston engine is of (global output = thermal energy corresponding to the available shaft/power over the total thermal energy produced):

0.5

0.75

0.3

0.9

Q52. The crank assembly of a piston engine comprises the:

propeller, crankshaft, pistons and connecting rods

crankshaft, connecting rods and pistons

crankshaft, camshaft, valves, valve springs and push rods

Crankcase, crankshaft, connecting rods and pistons

Q53. Prolonged running at low rpm can have an adverse effect on the functioning of the:

fuel filter

oil pump

spark plugs

carburettor

Q54. The useful work area in an ideal Otto engine indicator diagram is enclosed by the following gas state change lines

2 adiabatic, 1 isochoric and 1 isobaric lines

2 adiabatic and 2 isochoric lines

2 adiabatic and 2 isobaric lines

2 adiabatic and 1 isothermic lines

Q55. During the compression stroke of a piston engine during the practicle cycle, valves are open as follows:

Both valves are open in the last part of the stroke

The intake valve is open in the first part of the stroke, then both valves are closed

The intake valve is open in last part of the stroke, the exhaust valve is open in the first part of the stroke

Both valves are closed during the complete stroke

Q56. On a four stroke reciprocating engine, the ignition in one cylinder will occur:

Four times each crankshaft revolution

Twice each crankshaft revolution

Once each crankshaft revolution

Once every two crankshaft revolutions

Q57. The working cycle of a four-stroke engine is:

induction, compression, power, exhaust

induction, power, compression, exhaust

induction, compression, expansion, power

compression induction, power, exhaust

Q58. In a reciprocating four-stroke engine, the only “driving” stroke is the:

power stroke

exhaust stroke

compression stroke

induction stroke

Q59. In a four-stroke piston engine, the only ” driving” stroke is :

exhaust

intake

firing expansion

compression

Q60. The torque of an aeroplane engine can be measured at the:

gear box which is located between the engine and the propeller

propeller blades

camshaft

accessory gear box

Q61. On four-stroke piston engines, the theoretical valve and ignition settings are readjusted in order to increase the:

compression ratio

engine RPM

piston displacement

overall efficiency

Q62. Ignition occurs in each cylinder of a four stroke engine (TDC = Top Dead Centre):

behind TDC at each crankshaft revolution

behind TDC at each second crankshaft revolution

before TDC at each second crankshaft revolution

before TDC at each crankshaft revolution

Q63. The correct formula to calculate the total displacement of a multi cylinder piston engine is the:

piston area x piston stroke x number of cylinders

cylinder volume x number of cylinders

cylinder length x cylinder diameter

piston area x piston stroke

Q64. In order to get the optimum efficiency of a piston engine, the positions of the intake and exhaust valve at the end of the power stroke are:

intake valve closed and exhaust valve open

exhaust valve closed and intake valve open

both valves open

both valves closed

Q65. The part of a piston engine that transforms reciprocating movement into rotary motion is termed the:

camshaft

crankshaft

piston

reduction gear

Q66. If an engine fails to stop with the magneto switch in OFF position, the cause may be:

defective condenser

fouled spark plugs

excessive carbon formation in cylinder head

switch wire grounded

Q67. An impulse magneto coupling

reduces magneto speed during engine warm-up

gives an automatic spark increase during high speed operation

advances ignition timing and gives a hotter spark at starting

gives a retarded spark at starting

Q68. An aircraft magneto is switched off by:1. grounding the primary circuit2. opening the primary circuit3. opening the secondary circuit4. grounding the secondary circuitThe combination that regroups all of the correct statements is:

1, 4

1, 3

2, 4

2, 3

Q69. The purpose of a distributor in an ignition system is to distribute:

primary current to the sparking plugs

secondary current to the condenser

primary current to the condenser

secondary current to the sparking plugs

Q70. Under normal running conditions a magneto draws primary current:

directly from the aircraft batteries

from the aircraft batteries via an inverter

from a self-contained electro-magnetic induction system

from the booster coil

Q71. Once the engine has started, ignition systems of piston engines are:

dependent on the AC-Generator

independent of the electrical system of the aircraft

dependent on the DC-Generator

dependent on the battery

Q72. If, when the magneto selector switch is set to the OFF position, a piston engine continues to run normally, the most probable cause is that:

On a magneto, the grounding wire is broken

There is a carbon deposit on the spark plugs electrodes

There are local hot points in the engine (probably due to overheating of the cylinder heads)

A wire from the magneto is in contact with a metallic part of the engine

Q73. What is the best method to stop a running engine if the magneto switch ground wire becomes disconnected?

No special method is required, if the wire becomes disconnected the engine will stop

Lean out mixture until engine backfires and stops

Shut off fuel

Feather the propeller

Q74. When the magneto selector switch is set to ” OFF” position, the piston engine continues to run normallyThe most probable cause of this failure is that:

There is a carbon deposit on the spark plugs electrodes

The grounding wire is broken on a magneto

A wire from the magneto is in contact with a metallic part of the engine

There are local hot points in the engine (probably due to overheating of the cylinder heads)

Q75. Spark plug fouling is more likely to happen if:

power is increased too abruptly

the aircraft descends continuously at idle power

the engine runs at maximum continuous power for too long

the aircraft cruises at low speed with the correct mixture

Q76. The very rapid magnetic field changes (flux changes) in the primary coil of a magneto are accomplished by the:

distributor arm aligning with one of the high voltage segments

contact breaker points opening

rotor turning past the position of maximum flux in the armature

contact breaker points closing

Q77. Dual ignition provides a factor of reliability and:

improves combustion efficiency

provides more voltage

saves wear caused by using one magneto constantly

aids in starting

Q78. If the ground wire between the magnetos and the ignition switch becomes disconnected the most noticeable result will be that:

the power developed by the engine will be greatly reduced

the engine cannot be started with the ignition switch in the "ON" position

a still operating engine will run down

the engine cannot be shut down by turning the ignition switch to the "OFF" position

Q79. An aircraft magneto is switched off by

opening the secondary circuit

grounding the primary circuit

opening the primary circuit

grounding the secondary circuit

Q80. If the ground wire between the magneto and the ignition switch becomes disconnected, the most noticeable result will be that the engine

cannot be shut down by turning the switch to the OFF position

will not operate at the right magneto

cannot be started with the switch in the ON position

will not operate at the left magneto

Q81. The lubricating system of an air cooled piston engine is used to:

to operate the fuel control unit.

operate constant speed propellers.

keep the engine warm.

reduce internal friction and provide cooling.

Q82. The lubrication system of an aircraft engine is used to:

Keep the engine warm

Operate ground adjustable propellers

Prevent intercrystalline corrosion

Aid in dissipation of heat

Q83. The lubricating system of an aircraft engine is used to

keep the engine warm

prevent inter-crystalline corrosion

operate ground adjustable propellers.

aid in dissipation of heat

Q84. For internal cooling, reciprocating engines are especially dependent on:

a lean fuel/air mixture

a rich fuel/air mixture

the circulation of lubricating oil

a properly functioning thermostat

Q85. The lubricating system of an air cooled piston engine is used to:

operate constant speed propellers

to operate the fuel control unit

reduce internal friction and provide cooling

keep the engine warm

Q86. A magnetic plug in an engine oil system can be used to:

collect static electricity

collect ferrous particles

collect carbon found in the oil

prevent metallic particles from entering the oil system

Q87. The oil system for a piston engine incorporates an oil cooler that is fitted :

in the return line to the oil tank after the oil has passed through the scavenge pump

after the oil has passed through the engine and before it enters the sump

after the pressure pump but before the oil passes through the engine

between the oil tank and the pressure pump

Q88. The reading on the oil pressure gauge is the:

pressure of the oil on the inlet side of the pressure pump

pressure in the oil tank reservoir

difference between the pressure pump pressure and the scavenge pump pressure

pressure of the oil on the outlet side of the pressure pump

Q89. In very cold weather, a slightly higher than normal engine oil pressure during startup:

is acceptable, if it decreases after startup.

requires an oil change.

is unacceptable and requires the engine to be shut down.

is unacceptable but does not require the engine to be shut down.

Q90. Viscosity is

the temperature dependence of an oil

the flow velocity inside the oil lines

the pressure resistance of an oil

the tendency of a liquid or gas to resist flow

Q91. For a given type of oil, the oil viscosity depends on the:

oil temperature

oil pressure

quantity of oil

outside pressure

Q92. Maximum exhaust gas temperature (EGT) of a piston engine is theoretically associated with a:

fuel to air ratio of 1:15

mixture ratio very close to idle cut-out

full rich setting

cruising mixture setting

Q93. Max Exhaust Gas Temperature is theoretically associated with

Mixture ratio very close to idle cut-out

Cruising mixture setting

Mass ratio of 1/15

Full rich setting

Q94. For a piston engine, the ideal fuel/air mixture corresponding to a richness of 1 is obtained for a weight ratio of:

1/9th

1/15th

1/10th

1/12th

Q95. For a piston engine, the chemically correct fuel/air ratio is:

1:12

1:09

1:15

1:10

Q96. When leaning the mixture for the most economic cruise fuel flow, excessive leaning will cause:

high manifold pressure

high engine RPM

high cylinder head temperature

low cylinder head temperature

Q97. What may happen during a continuous climb with a mixture setting fully rich?

The engine will overheat.

The engine will operate smoother even though fuel consumption is increased.

Fouling of spark plugs.

Increase of the power available.

Q98. An EGT (Exhaust Gas Temperature) indicator for a piston engine is used to:

control the fuel temperature

control the cylinder head temperature

control the carburettor inlet air flow

assist the pilot to set the correct mixture

Q99. As the flight altitude increases, if no leaning is made with the mixture control:

the volume of air entering the carburettor decreases and the amount of fuel decreases

the density of air entering the carburettor decreases and the amount of fuel increases

the density of air entering the carburettor decreases and the amount of fuel remains constant

the volume of air entering the carburettor remains constant and the amount of fuel decreases

Q100. When altitude increases without adjustment of the mixture ratio, the piston engine performance is affected because of a :

an increase of air density with a fuel flow which becomes too low

a decrease of air density with a fuel flow which becomes too low

a decrease of air density with a fuel flow which becomes too high

an increase of air density with a fuel flow which becomes too high

Q101. To adjust the mixture ratio of a piston engine when altitude increases, is to:

increase the mixture ratio

decrease the fuel flow in order to compensate for the decreasing air density

increase the amount of fuel in the mixture to compensate for the decreasing air pressure and density

decrease the amount of fuel in the mixture in order to compensate for the increasing air density

Q102. When altitude increases without adjustment of the mixture ratio, the piston engine performance is affected because of:

a constant air density for a bigger quantity of fuel

a decrease of air density for a constant quantity of fuel

a decrease of air density for a smaller quantity of fuel

a increase of air density for smaller quantity of fuel

Q103. From the cruise, with all the parameters correctly set, if the altitude is reduced, to maintain the same mixture the fuel flow should:

remain the same

increase

increase or decrease, depending on the engine type

Decrease

Q104. If an engine detonates during climb-out, the normal corrective action would be to:

lean the mixture

apply carburettor heat

increase the rate of climb

retard the throttle

Q105. When altitude increases, in a normally aspirated piston engine, mixture must be adjusted because there is:

A decrease of air density resulting in too lean a mixture

A decrease in air density resulting in too rich a mixture

An increase of air density resulting in too rich a mixture

An increase of air density resulting in too lean a mixture

Q106. As altitude increases, the mixture ratio of a piston engine should be adjusted to :

increase the mixture ratio

increase the fuel flow in order to compensate for the decreasing air pressure and density

reduce the fuel flow in order to compensate for the increasing air density

reduce the fuel flow in order to compensate for the decreasing air density

Q107. The power of a piston engine decreases during a climb with a constant power lever setting because of the decreasing:

temperature

engine temperature

air density

humidity

Q108. The richness of a fuel/air mixture ratio is the :

volume of fuel relative to the mass of the volume of air

mass of fuel relative to the volume of air

actual mixture ratio relative to the theoretical ratio

volume of fuel relative to the volume of air

Q109. The power of a piston engine decreases during climb with a constant power lever setting, because of the decreasing :

temperature

engine temperature

air density

humidity

Q110. The richness of a fuel/air mixture ratio is the :

mass of fuel relative to the volume of air

real mixture ratio relative to the theoretical ratio

volume of fuel relative to the volume of air

volume of fuel relative to the mass of the volume of air

Q111. When excessively leaning the mixture for a better fuel economy, but still on the rich side of the peak EGT, the following engine parameter(s) may exceed their normal operating ranges:

engine RPM.

manifold pressure.

cylinder head and exhaust gas temperature.

oil temperature.

Q112. A mixture setting richer than best power has to be used during climb segments. This results in a

lower cylinder head temperature

increase of power

higher torque

higher efficiency

Q113. For a reciprocating engine fuel/air ratio or mixture is the ratio between the:

mass of fuel and mass of air entering the cylinder

volume of fuel and volume of air entering the carburettor

mass of fuel and mass of air entering the carburettor

volume of fuel and volume of air entering the cylinder

Q114. For piston engines, mixture ratio is the ratio between the:

mass of fuel and volume of air entering the carburettor

volume of fuel and volume of air entering the carburettor

mass of fuel and mass of air entering the cylinder

volume of fuel and volume of air entering the cylinder

Q115. An excessively rich mixture can be detected by:

a long purple flame from exhaust

white smoke from exhaust

high cylinder head temperatures

black smoke from exhaust

Q116. In a piston engine if the ratio of air to fuel is approximately 9:1 the mixture is:

chemically correct

too weak to support combustion

weak

rich

Q117. When starting the engine, or when the engine is running at idle rpm on the ground, the mixture is:

weak, to prevent the engine consuming too much fuel.

rich, because carburettor heat is switched on.

rich, to make starting possible and to cool the engine sufficiently when idling.

rich, because the choke valve is closed.

Q118. Overheating of a piston engine is likely to result from an excessively:

high barometric pressure

low barometric pressure

rich mixture

weak mixture

Q119. When the pilot moves the mixture lever of a piston engine towards a lean position the:

amount of fuel entering the combustion chamber is reduced

amount of fuel entering the combustion chamber is increased

volume of air entering the carburettor is increased

volume of air entering the carburettor is reduced

Q120. In a piston engine, turbocharger boost pressure may be monitored by:

a cylinder head temperature gauge (CHT), a manifold pressure gauge, and engine rpm readings

both engine rpm readings and a manifold pressure gauge

both a CHT gauge and manifold pressure gauge

a manifold pressure gauge only

Q121. The air in a piston engine turbo-supercharger centrifugal compressor:

enters via the diffuser and is fed to the impeller at the optimum angle of attack

enters at a tangent to the rotor and leaves via the stator

enters at the periphery and leaves via the eye of the impeller

enters the eye of the impeller and leaves at a tangent to the periphery

Q122. With which instrument(s) do you monitor the power output of an aeroplane fitted with a fixed pitch propeller?

Fuel Flow indicator

Cylinder head temperature indicator

RPM indicator

RPM and MAP indicator

Q123. The conditions most likely to produce the highest engine power are:

warm and dry air at high pressure

cold air at high pressure with high relative humidity

cold and dry air at high pressure

warm air at low pressure with high relative humidity

Q124. The power output of a piston engine is directly proportional to:

Work and velocity

Force and distance

Torque and RPM

Exhast back pressure and RPM

Q125. A manifold pressure gauge of a piston engine measures :

absolute pressure in intake system near the inlet valve

vacuum in the carburetor

fuel pressure leaving the carburetor

absolute air pressure entering the carburetor

Q126. On a normally aspirated engine, the manifold pressure gauge always indicates:

a value equal to the atmospheric pressure when the engine is at full power on the ground

a greater value than atmospheric pressure when the engine is running

a lower value than atmospheric pressure when the engine is running

zero on the ground when the engine is stopped

Q127. On a normally aspirated engine (non turbo-charged), the manifold pressure gauge always indicates

a value equal to the QFE when the engine is at full power on the ground

zero on the ground when the engine is stopped

a greater value than atmospheric pressure when the engine is running

a lower value than atmospheric pressure when the engine is running

Q128. On a normally aspirated aero-engine fitted with a fixed pitch propeller:

in level flight, manifold pressure will remain constant when the rpm is increased by opening the throttle

in a descent at a fixed throttle setting manifold pressure will always remain constant

the propeller setting is constant at all indicated airspeeds

manifold pressure decreases as the aircraft climbs at a fixed throttle setting

Q129. During climb with constant throttle and RPM lever setting (mixture being constant) the:

RPM increases

Manifold Absolute Pressure (MAP) decreases

RPM decreases

Manifold Absolute Pressure (MAP) increases

Q130. During a climb in a standard atmosphere with constant Manifold Absolute Pressure (MAP) and RPM indications and at a constant mixture setting, the power output of a piston engine:

decreases

only stays constant if the propeller lever is pushed

stays constant

increases

Q131. One of the advantages of a turbosupercharger is that :

there is no danger of knocking

it has a better propulsive efficiency

it uses the exhaust gas energy which normally is lost

there is no torsion at the crankshaft

Q132. The primary purpose of a supercharger is to:

Provide a richer mixture at high altitudes

Maintain power at altitude

Increase quantity of fuel at metering jet

Provide leaner mixtures at altitudes below 5000 ft

Q133. The power output of a piston engine without supercharging increases with increasing altitude in standard atmosphere at constant Manifold Air Pressure (MAP) and RPM because of the:

lower losses during the gas change

leaner mixture at higher altitudes

increase of the air density behind the throttle valve

lower friction losses

Q134. A turbocharger in a reciprocating engine consists of a:

compressor and turbine on individual shafts

turbine driving a compressor via a reduction gear

compressor driving a turbine via a reduction gear

compressor and turbine mounted on a common shaft

Q135. A turbocharger system in a reciprocating engine is normally driven by:

the exhaust system

an hydraulic motor

an electrically activated hydraulically powered clutch

an electric motor

Q136. The main purpose of a turbocharger is to:

provide a leaner mixture at sea level

maintain power with increasing altitude

provide a richer mixture at high altitudes

reduce the fuel flow

Q137. Assume an initial condition at a high cruise altitude with a constant speed propeller. What will happen if the altitude is decreased while the throttle remains fully open and the waste gate is seized in the cruise position:

The manifold absolute pressure (MAP) value will stay constant

The manifold absolute pressure (MAP) value may exceed the maximum allowed value

The power of the engine will decrease

The blade angle may reach the full fine limit

Q138. The power output of a piston engine can be calculated by:

Work times velocity

Pressure times arm

Torque times RPM

Force times distance

Q139. The power output of a normally aspirated piston engine increases with increasing altitude at constant Manifold Air Pressure (MAP) and RPM because of the :

lower friction losses

lower back pressure

lower losses during the gas change

leaner mixture at higher altitudes

Q140. An intercooler is sometimes fitted between supercharger and inlet manifold to:

Minimise the risk of detonation

Reduce the mass flow through the engine

Reduce pre-ignition

Increase the combustion temperature

Q141. Excessive pressure in the cylinders of an engine equipped with a constant speed propeller, can be caused by the combination of:

low manifold pressure and low RPM

high manifold pressure and high RPM

high manifold pressure and low RPM

low manifold pressure and high RPM

Q142. The maximum horsepower output which can be obtained from an engine when it is operated at specified rpm and manifold pressure conditions established as safe for continuous operation is termed :

maximum power

rated power

critical power

take-off power

Q143. The function of a constant speed drive (CSD) is to ensure:

that the CSD output remains at a constant RPM irrespective of generator RPM

an equal AC voltage output from all generators

that the generator produces a constant frequency

that the starter-motor maintains a constant RPM irrespective of engine acceleration/deceleration

Q144. One of the advantages of a turbocharger is:

to make the power available less affected by altitude

an increased propulsive efficiency

that there is no danger of detonation

that there is no torsion at the crankshaft

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