8303. How can the dimensional inspection of a bearing in a rocker arm be accomplished?
A— Depth gauge and micrometer.
B— Thickness gauge and push-fit arbor.
C— Telescopic gauge and micrometer.
A dimensional inspection of a bearing in a rocker arm can be made by expanding a telescopic gauge inside the bushing (bearing) until its length is exactly the same as the inside diameter of the bushing.
Remove the gauge and measure it with a vernier micrometer caliper.
Measure the rocker arm shaft with the same vernier micrometer caliper.
The difference between the diameter of the shaft and that of the hole is the fit of the shaft in its bushing.
8304. The twist of a connecting rod is checked by install-ing push-fit arbors in both ends, supported by parallel steel bars on a surface plate. Measurements are taken between the arbor and the parallel bar with a
A— dial gauge.
B— height gauge.
C— thickness gauge.
Connecting rod twist is measured by fitting a feeler gauge (a thickness gauge) between the ends of arbors and the parallel bars.
8305. The clearance between the piston rings and the ring lands is measured with a
A— micrometer caliper.
B— thickness gauge.
C— depth gauge.
A thickness gauge (a feeler gauge) is used to measure the side clearance of a piston ring in its ring groove.
The ring is installed in the groove. Its outside edge is held flush with the side of the piston. A feeler gauge is placed between the side of the piston ring and the ring land (the edge of the ring groove) to measure the amount of clearance between the ring and the groove.
8306. What may be used to check the stem on a poppet-type valve for stretch?
A— Dial indicator.
B— Micrometer.
C— Telescoping gauge.
The stem of a poppet valve is checked for stretch by using a vernier micrometer caliper to measure the stem diameter in the center of the stem and at the spring end. If the center diameter is less than the diameter at the spring end, the valve stem has been stretched.
8307. Which tool can be used to determine piston pin out-of-round wear?
A— Telescopic gauge.
B— Micrometer caliper.
C— Dial indicator.
Piston pin out-of-round can be measured with a vernier micrometer caliper.
Measure each end of the pin in two directions at right angles to each other. The difference in the two readings is the amount the pin is out-of-round.
8303 [C] (057) AMT-P 8304 [C] (057) AMT-P Ch 9 8305 [B] (057) AMT-P Ch 9 8306 [B] (057) AMT-G Ch 7 8307 [B] (057) AMT-G 8308 [C] (095) AMT-G Ch 10 8309 [B] (045,094) AMT-G Ch 10
8308. During starting of a turbine powerplant using a compressed air starter, a hung start occurred. Select the proper procedure.
A— Advance power lever to increase RPM.
B— Re-engage the starter.
C— Shut the engine down.
A hung start of a turbojet engine is a start in which the engine lights off as it should, but does not accelerate to a speed that allows it to operate without help from the starter.
Anytime a hung start occurs, the engine should be shut down and the cause of the problem found and corrected.
8309. A hung start in a jet engine is often caused by A— malfunctions in the ignition system.
B— the starter cutting off too soon.
C— an excessively rich fuel/air mixture.
A hung, or false, start is often the result of insufficient power to the starter or the starter cutting off before the engine reaches its self-accelerating speed.
Answers
8310. Which statement below reflects a typical require-ment when towing some aircraft?
A— Discharge all hydraulic pressure to prevent accidental operation of the nosewheel steering mechanism.
B— Tailwheel aircraft must be towed backwards.
C— If the aircraft has a steerable nosewheel, the torque-link lock should be set to full swivel.
When towing a tricycle-gear airplane, the nose wheel torque-link lock should either be disconnected or set to full swivel, whichever the aircraft manufacturer recommends.
If this is not done, there is a good possibility that the tow bar can turn the nose wheel enough to break the steering stops.
8311. Which statement(s) is/are true regarding tiedown of small aircraft?
1. Manila (hemp) rope has a tendency to stretch when it gets wet.
2. Nylon or dacron rope is preferred to manila rope.
3. The aircraft should be headed downwind in order to eliminate or minimize wing lift.
4. Leave the nosewheel or tailwheel unlocked.
A— 1, 2, 3, and 4.
B— 1 and 2.
C— 2.
Manilla (hemp) rope has the tendency to shrink, not stretch, when it gets wet. Nylon and dacron rope are both superior to manilla because they are stronger, and neither of them shrink when they are wet.
The airplanes should be pointed as nearly into the wind as practicable and the tail wheel or nosewheel should be locked in their straight-ahead position to prevent the wind slewing the aircraft around.
8312. When approaching the front of an idling jet engine, the hazard area extends forward of the engine approximately
A— 10 feet.
B— 15 feet.
C— 25 feet.
It is extremely dangerous to approach an operating turbojet engine from either ahead or behind.
The hazard area extends out ahead of an idling turbojet engine for about 25 feet.
8313. Which of the following is the most satisfactory extin-guishing agent for use on a carburetor or intake fire?
A— Dry chemical.
B— A fine, water mist.
C— Carbon dioxide.
Carbon dioxide (CO2) is the most satisfactory fire-extin-guishing agent to use for putting out an induction system fire in an aircraft engine.
CO2 does not damage the engine, and it does not leave any residue to clean up.
8314. (Refer to Figure 50.) Identify the signal to engage rotor on a rotorcraft.
A— 1.
B— 3.
C— 2.
Signal 1 means to start the engine.
Signal 2 means to stop the rotor.
Signal 3 means to engage the rotor.
8315. If a radial engine has been shut down for more than 30 minutes, the propeller should be rotated through at least two revolutions to
A— check for hydraulic lock.
B— check for leaks.
C— prime the engine.
A radial engine that has been shut down for some time should be turned through by hand for at least two revolu-tions to check for a hydraulic lock.
A hydraulic lock is a condition in a reciprocating engine in which oil has leaked past the piston rings into a cylinder below the center of the engine.
If the engine fires when there is oil in any of its cylinders, it will sustain major structural damage.
8310 [C] (045) AMT-G Ch 10 8311 [C] (045) AMT-G Ch 10 8312 [C] (045) AMT-G Ch 10 8313 [C] (045) AMT-G Ch 10 8314 [B] (045) AMT-G Ch 10 8315 [A] (045) AMT-G Ch 10
Answers
8316. The priming of a fuel injected horizontally opposed engine is accomplished by placing the fuel control lever in the
A— IDLE-CUTOFF position.
B— AUTO-RICH position.
C— FULL-RICH position.
When starting a horizontally opposed aircraft engine equipped with a fuel-injection system, prime the engine by placing the mixture control in the FULL-RICH position and turning on the fuel boost pump until there is an indication of fuel flow on the flow meter.
After some fuel has flowed through the injector nozzles, the mixture control is returned to the IDLE-CUTOFF posi-tion and the engine is started.
As soon as the engine starts, the mixture control is again placed in the FULL-RICH position.
8317. The most important condition to be monitored dur-ing start after fuel flow begins in a turbine engine is the A— EGT, TIT, or ITT.
B— RPM.
C— oil pressure.
When starting a turbine engine, the most critical instru-ment to watch after the fuel flow begins is the EGT, TIT, or ITT to be sure that the engine lights off properly and the temperature does not rise above its allowable limits.
8317-1. Which of the following conditions has the most potential for causing engine damage when starting or attempting to start a turbine engine?
A— Hung start.
B— Cold start.
C— Hot start.
A hot start is one in which the exhaust gas temperature (EGT) or turbine inlet temperature (TIT) rises above its allowable limit. An engine can be seriously damaged by a hot start.
8318. How is a flooded engine, equipped with a float-type carburetor, cleared of excessive fuel?
A— Crank the engine with the starter or by hand, with the mixture control in cutoff, ignition switch off, and the throttle fully open, until the fuel charge has been cleared.
B— Turn off the fuel and the ignition. Discontinue the starting attempt until the excess fuel has cleared.
C— Crank the engine with the starter or by hand, with the mixture control in cutoff, ignition switch on, and the throttle fully open, until the excess fuel has cleared or until the engine starts.
A flooded reciprocating engine can be cleared of exces-sive fuel by placing the mixture control in the CUTOFF position to shut off all flow of fuel to the cylinders. Turn the ignition off, open the throttle and crank the engine with the starter or by hand until the fuel charge in the cylinders has been cleared.
8319. (Refer to Figure 51.) Which marshalling signal should be given if a taxiing aircraft is in imminent danger of striking an object?
A— 1 or 3.
B— 2.
C— 3.
Signal 1 means to stop.
Signal 2 means to come ahead.
Signal 3 calls for an emergency stop.
If the aircraft is in imminent danger of striking an object, the signal shown in 3 should be used.
8320. Generally, when an induction fire occurs during starting of a reciprocating engine, the first course of action should be to
A— discharge carbon dioxide from a fire extinguisher into the air intake of the engine.
B— continue cranking and start the engine if possible.
C— close the throttle.
If an induction system fire occurs when starting a recipro-cating engine, the best procedure is to continue cranking and start the engine if possible. When the engine starts, the air flowing into the engine will extinguish the fire.
8316 [C] (058) AMT-G Ch 10 8317 [A] (095) AMT-G Ch 10 8317-1 [C] (095) AMT-G Ch10 8318 [A] (094) AMT-G Ch 10 8319 [C] (045) AMT-G Ch 10 8320 [B] (045) AMT-G Ch 10
Answers
8321. When starting and ground operating an aircraft’s engine, the aircraft should be positioned to head into the wind primarily
A— to aid in achieving and maintaining the proper air flow into the engine induction system.
B— for engine cooling purposes.
C— to help cancel out engine torque effect.
Position the aircraft to head into the prevailing wind to ensure adequate air flow over the engine for cooling purposes.
8322. When approaching the rear of an idling turbojet or turbofan engine, the hazard area extends aft of the engine approximately
A— 200 feet.
B— 100 feet.
C— 50 feet.
The hazard area extends aft of an idling turbojet or turbofan engine for approximately 100 feet.
8323. If a hot start occurs during starting of a turbine powerplant, what is the likely cause?
A— The starting unit overheated.
B— The ambient air temperature was too high (over 100 degrees F).
C— The fuel/air mixture was excessively rich.
A hot start of a turbojet engine is one in which the engine starts normally but the exhaust-gas temperature exceeds its allowable limits.
Hot starts are usually caused by too rich a fuel-air mixture. (There was too much fuel for the amount of air being moved through the engine by the compressor.)
8324. What effect, if any, will aviation gasoline mixed with jet fuel have on a turbine engine?
A— No appreciable effect.
B— The tetraethyl lead in the gasoline forms deposits on the turbine blades.
C— The tetraethyl lead in the gasoline forms deposits on the compressor blades.
Many aviation gas turbine engine manufacturers allow the use of some aviation gasoline as a fuel when turbine fuel is not available.
The manufacturer limits the amount of time aviation gasoline can be used for two reasons: (1) The tetraethyl lead in the aviation gasoline causes deposits to form on the turbine blades. (2) Aviation gasoline does not have the lubricating properties of kerosine. Using too much gasoline can cause excessive wear on the fuel control.
8325. (1) Jet fuel is of higher viscosity than aviation gaso-line and therefore holds contaminants more readily.
(2) Viscosity has no relation to contamination of fuel.
Regarding the above statements, A— only No. 1 is true.
B— both No. 1 and No. 2 are true.
C— neither No. 1 nor No. 2 is true.
Statement (1) is true. Jet fuel has a higher viscosity than gasoline and it holds contaminants more readily (better) than gasoline.
Statement (2) is not true. Viscosity does have a great deal to do with the fact that jet fuel holds more contami-nants than gasoline. The higher the viscosity, the fewer contaminants will settle out of the fuel.
8326. When towing a large aircraft
A— a person should be in the cockpit to watch for obstructions.
B— persons should be stationed at the nose, each wingtip, and the empennage at all times.
C— a person should be in the cockpit to operate the brakes.
When a large aircraft is being towed, there should be a person in the cockpit to operate the brakes in the event of an emergency.
8327. Weathervaning tendency is greatest when taxiing A— both nosewheel and tailwheel-type airplanes in a
quartering tailwind.
B— a tailwheel-type airplane in a direct crosswind.
C— a nosewheel-type airplane in a quartering headwind.
Weathervaning tendency is more prevalent in the tailwheel-type because the airplane’s surface area behind the main landing gear is greater than in nosewheel-type airplanes.
The tendency of a tailwheel-type airplane to weather vane is greatest while taxiing directly crosswind. It is difficult to prevent the airplane from turning into any wind of consid-erable velocity since the airplane’s rudder capability may be inadequate to counteract the crosswind.
8321 [B] (045) AMT-G Ch 10 8322 [B] (045,096) AMT-G Ch 10 8323 [C] (094,095) AMT-G Ch 10 8324 [B] (040) AMT-G Ch 10 8325 [A] (040) AMT-G Ch 10 8326 [C] (045) AMT-G Ch 10 8327 [B] (045) FAA-H-8083-3
Answers
8328. When taxiing an airplane with a quartering tailwind, the elevators and
A— upwind aileron should be held in the up position.
B— upwind aileron should be held in the down position.
C— both ailerons should be kept in the neutral position.
When taxiing with a quartering tailwind, the elevator should be held in the DOWN position, and the upwind aileron, DOWN. Since the wind is striking the airplane from behind, these control positions reduce the tendency of the wind to get under the tail and the wing and to nose the airplane over.
8329. When taxiing (or towing) an aircraft, a flashing red light from the control tower means
A— stop and wait for a green light.
B— move clear of the runway/taxiway immediately.
C— return to starting point.
The meanings of the light signals that are used by control towers to control the operation of aircraft on the ground are:
Steady red — Stop
Flashing red — Taxi clear of the runway or taxiway Steady green — OK to taxi
Alternating red and green — OK to taxi, but exercise extreme caution
Flashing white — Return to starting point
8330. A person should approach or leave a helicopter in the pilot’s field of vision whenever the engine is running in order to avoid
A— the tail rotor.
B— the main rotor.
C— blowing dust or debris caused by rotor downwash.
When approaching or leaving a helicopter whose engine is running, you should remain within the pilot’s field of vision to avoid an encounter with the tail rotor.
8331. When taxiing (or towing) an aircraft, a flashing white light from the control tower means
A— move clear of the runway/taxiway immediately.
B— OK to proceed but use extreme caution.
C— return to starting point.
The meanings of the light signals that are used by control towers to control the operation of aircraft on the ground are:
Steady red — Stop
Flashing red — Taxi clear of the runway or taxiway Steady green — OK to taxi
Alternating red and green — OK to taxi, but exercise extreme caution
Flashing white — Return to starting point
8332. When taxiing (or towing) an aircraft, an alternating red and green light from the control tower means
A— move clear of the runway/taxiway immediately.
B— OK to proceed but use extreme caution.
C— return to starting point.
The meanings of the light signals that are used by control towers to control the operation of aircraft on the ground are:
Steady red — Stop
Flashing red — Taxi clear of the runway or taxiway Steady green — OK to taxi
Alternating red and green — OK to taxi, but exercise extreme caution
Flashing white — Return to starting point
8333. When stopping a nosewheel-type airplane after taxiing, the nosewheel should be left
A— unlocked and pointed straight ahead.
B— turned at a small angle towards uphill if the parking area is not perfectly flat.
C— pointed straight ahead.
When stopping an airplane that is equipped with a nose-wheel, the nosewheel should be left straight ahead to relieve any strain on the nose gear and to make it easier to start moving straight ahead.
8328 [B] (045) 8083-3 8329 [B] (045) AMT-G Ch 10 8330 [A] (045) AMT-G Ch 10 8331 [C] (045) AMT-G Ch 10 8332 [B] (045) AMT-G Ch 10 8333 [C] (045) FAA-H-8083-3
Answers
8334. When first starting to move an aircraft while taxiing, it is important to
A— test the brakes.
B— closely monitor the instruments.
C— notify the control tower.
When first starting to taxi an airplane, test the brakes for proper operation. If braking action is unsatisfactory, the engine should be shut down immediately.
8335. The color of 100LL fuel is A— blue.
B— colorless or straw.
C— red.
Low-lead 100-octane aviation gasoline is dyed blue.
Turbine fuel is normally colorless or straw colored.
Grade 80 aviation gasoline is dyed red.
8336. How are aviation fuels, which possess greater anti-knock qualities than 100 octane, classified?
A— According to the milliliters of lead.
B— By reference to normal heptane.
C— By performance numbers.
Aviation fuel whose antidetonation characteristics are better than those of the reference fuel (100-octane) are rated in performance numbers.
8337. Why is ethylene dibromide added to aviation gasoline?
A— To remove zinc silicate deposits from the spark plugs.
B— To scavenge lead oxide from the cylinder combustion chambers.
C— To increase the antiknock rating of the fuel.
Tetraethyl lead is added to aviation gasoline to improve its antidetonation characteristics (to raise its critical pressure and temperature), but deposits left inside the cylinders from the tetraethyl lead foul spark plugs and cause corrosion.
In order to get rid of the residue from the tetraethyl lead, ethylene dibromide is mixed with the gasoline.
When the gasoline burns, the ethylene dibromide com-bines with the lead and forms volatile lead bromides that go out the exhaust and do not form solid contaminants inside the cylinder.
8338. Both gasoline and kerosene have certain advan-tages for use as turbine fuel. Which statement is true in reference to the advantages of each?
A— Kerosene has a higher heat energy/value per unit weight than gasoline.
B— Gasoline has a higher heat energy/value per unit volume than kerosene.
C— Kerosene has a higher heat energy/value per unit volume than gasoline.
Gasoline has a higher heat energy per pound than kero-sine (nominally 20,000 Btu per pound for gasoline versus about 18,500 Btu per pound for kerosine).
Kerosine, however, weighs more than gasoline (about 6.7 pounds per gallon for kerosine compared with about 6.0 pounds per gallon for gasoline).
Because there are more pounds of kerosine per gal-lon, there are more Btu’s in a gallon of kerosine than in a gallon of gasoline.
Note: ASA prefers to adopt the scientific/technical spelling of “kerosine.”
8339. What must accompany fuel vaporization?
A— An absorption of heat.
B— A decrease in vapor pressure.
C— A reduction in volume.
When fuel changes from a liquid into a vapor, it absorbs heat from the surrounding air. This absorption of heat drops the temperature of the air enough that moisture can condense out and freeze. This is the main cause of carburetor ice.
8340. Characteristics of detonation are
A— cylinder pressure remains the same, excessive cylinder head temperature, and a decrease in engine power.
B— rapid rise in cylinder pressure, excessive cylinder head temperature, and a decrease in engine power.
B— rapid rise in cylinder pressure, excessive cylinder head temperature, and a decrease in engine power.