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in) Jet Engine Oct 15

Heartful Thanks to MR. Sanjay Pradhan for C) THE WAY POWER PRODUCED OR EXTRACTED.
D) ALL.
sharing this document with us.
07] WHAT IS MEANT BY SHROUDED TURBINE-
You can also share such papers with us at A) TURBINE BLADES ARE SHAPED SO THAT THEIR
aviatorslinks@gmail.com or BAND FORMS A SHAPE OR SHROUD.
B) TURBINE WHEEL ENCLOSED BY PROTECTIVE
admin@dgcaquestionpapers.in
SHROUD.
C) TURBINE WHEEL HAS SHROUD, WHISH PROVIED
JET ENGINE [OCT.2015] COOLING TO TURBINE BLADES.
01] PROPERTIES OF GTE LUBRICATING OIL- D) ALL.
A) LOW VISCOCITY. 08] WHEN MAXIMUM START OUTPUT POWER IS
B) LOW POUR POINT. BEING USED CONJUNCTION WITH PNEMATIC
C) HIGH VISCOCITY INDEX. SYSTEM-
D) ALL. A) PNEMATIC LOADING WILL BE AUTOMATICALLY
02] ON SOME TURBINE ENGINES OIL MAY ALSO BE MODULATED TO MAINTAIN SAFE EGT.
USED- 09] SOLUTION TO CORRECT FRONT END, LOW SPEED,
A) TO OPERATE SERVO MECHANISM OF SOME FUEL HIGH TEMPERATURE & STALL CONDITION-
CONTROLS TO ACTUATE STATORS. A) DERATE AOA ON FRONT STAGES.
B) TO OPERATE THE THRUST REVERSALS. B) BLEED VALVE INTO MIDDLE AREA OF
C) TO CONTROL THE POSITION OF VARIABLE AREA COMPRESSOR.
EXHAUST NOZZLE VANES. C) TWO SPOOL ROTOR.
D) ALL. D) ALL.
03] IN GTE LUBRICATING OIL TEMP INDICATING 10] COMBUSTION CHAMBER REQUIRES –
SYSTEM, LOCATION OF TEMP SENSING PROBE IN A) HIGH COMBUSTION EFFECT.
SYSTEM- B) LOW PRESSURE LOSS.
A) OUTLET OF PRESSURE PUMP. C) LOW CARBON FORMATION & LOW SMOKE.
B) INLET OF OIL PUMP. D) ALL.
C) COMBINED SCAVANGE. 11] OPERATING VARIABLES EFFECT BURNER
04] MODERN GAS TURBINE ENGINE THRUST PERFORMANCE-
REVERSALS- A) INLET PRESSURE & TEMPERATURE.
A) CAN BE USED DURING EMERGENCY DESCENT. B) AMBIENT PRESSURE & INLET TEMPERATURE.
B) SLOWING THE AIR-SPEED & INCREASING THE RATE C) AS IN [A] + FUEL VELOCITY.
OF SINK DURING DESCENT. D) AS IN [B] + FUEL/AIR RATIO.
C) THROTTLE BELOW IDLE POSITION, CAUSE ENG TO 12] AFTER LIGHT OFF HAS OCCURRED, THE RPM DOES
ACCELERATE IN CONTROLLABLE AMOUNTS UPTO NOT INCREASE THAT OF IDLE RPM BUT REMAINED
FULL RPM. SOME LOWER VALUE-
D) ALL A) HUNG START.
05] IN COCKPIT EICAS DISPLAYS- B) HOT START.
A) WARNINGS. 13] FCU MAINTAINED _ _ _ _ _ AT CONSTANT & _ _ _ _
B) SECONDARY DISPLAY. _ AT VARIABLE, DUE TO AMBIENT CONDITION-
C) CAUTION. A) RPM, TIT.
D) ALL. B) TIT, RPM.
06] GTE CAN BE CLASSIFIED ACCORDING TO THE- C) TIT, THRUST.
A) COMPRESSOR. 14] PURPOSE OF BLADE CUFF-
B) PATH OF AIR-INTAKE THROUGH ENGINE. A) INCREASE THE FLOW OF COOLING AIR TO ENGINE
NACELLE.

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 Aviation World(www.dgcaquestionpapers.in) Jet Engine Oct 15
B) INCREASE THRUST. ii] COMPRESSION RATIO.
15] WHICH IS THE MOST IMPORTANT IN STRUCTURAL iii] SPEED OF AIRCRAFT.
DESIGN OF AIRCRAFT- iv] TURBINE & COMPRESSOR EFFICIENCY.
A) COMPRESSIBILITY EFFECT. v] AMBIENT TEMP.
B) THERMAL BARRIER. A) [iii], [iv] & [v].
C) SONIC BARRIER. B) [i], [ii] & [iv].
16] HIGH TENSION IGNITION LEAD TESTED BY- C) [i], [ii] & [v].
A) MICROMETER. 25] IN A SUPERVISORY EEC SYSTEM, ANY FAULT IN EEC
B) DYNAMOMETER. THAT ADVERSLY AFFECT THE ENGINE OPERATION-
C) AMMETER. A) CAUSE REDUNDANT OR BACKUP UNITS TO TAKE
17] IGNITION EXICTER UNIT CONVERTS- OVER AND CONTINUE NORMAL OPERATION.
A) 28V DC INTO 115V AC. B) 28V DC INTO HIGH B) USUALLY DEGRADES THE PERFORMANCE TO THE
VOLTAGE. EXTENT THAT CONTINUED OPERATION CAN CAUSE
C) 115V AC INTO HIGH VOLTAGE D) [B] + [C] DAMAGE TO ENGINE.
18] WHAT IS PART THROTTLE SETTING- C) CAUSE AN IMMEDIATE REVERSION TO CONTROL BY
A) RATED THRUST OBTAINED BELOW RATED HYDRO-MECHANICAL FUEL CONTROL UNIT.
THROTTLE SETTING. 26] WHICH TYPE OF SEALS ARE REUSED-
19] BELL-MOUTH INLET DUCT- A) CARBON/RUBBING SEALS.
A) FUNNEL SHAPED. B) METAL SEALS.
B) LITTLE AIR RESISTANCE. C) RUBBER SEALS.
C) DUCT LOSS ZERO. 27] DISTANCE OF PROPELLER ELEMENT SHOULD
D) ATA. ADVANCE IN ONE REVOLUTION IS-
20] CHARACTERISTICS OF LUBRICATING OIL- A) GEOMETRIC PITCH.
A) HIGH VISCOCITY INDEX. B) EFFECTIVE PITCH.
B) LOW POUR POINT. C) ZERO PITCH.
C) LOW LACQUER AND COKE DEPOSIT. 28] THE POWER SECTION OF GTE-
D) ATA. A) COMPRESSOR.
21] ADVANTAGES OF TURBOJET ENGINE- B) REDUCTION GEAR BOX.
A) LOW TAKE-OFF ROLL. C) TORQUE MOTOR ASSEMBLY.
B) LOW WEIGHT. 29] RADIO-ACTIVE IRIDIUM PILL 192 PLACED IN CETRE
C) HIGH RAM EFFICIENCY. OF THE ENGINE WITH FILM WRAPPED AROUND
22] HOW TO PREVENT COMPRESSOR STALL- CASING TO CHECK-
A) INTRODUCE A BLEED VALVE. A) COMBUSTION CHAMBER FOR BOWING.
B) DIVIDE COMPRESSOR INTO TWO SECTION [TWO B) NOZZLE VANES FOR BOWING.
SPOOL ROTOR]. C) COMPRESSOR BLADES FOR GALLING.
C) VARIABLE GUIDE VANE. D) ALL.
D) ATA. 30] ENGINE SYSTEMS FLUSHED WITH PRESERVATIVES-
23] MODERN TURBINE ENGINE, PARAMETERS USED A) OIL SYS.
FOR THRUST- B) FUEL SYS.
A) FAN SPEED. C) BOTH.
B) IEPR. 31] A GOOD SUB-SONIC DUCT HAS-
C) EPR. A) HIGH RAM RECOVERY POINT.
D) BOTH [A] & [B] B) LOW RAM RECOVERY POINT.
24] WHICH OF FOLLOWING FACTORS AFFECT 32] TYPE OF IGNITER PLUG PROTRUDED INTO
THERMAL EFFICIENCY OF ENGINE- COMBUSTION CHAMBER-
i] TURBINE INLET TEMP. A) ANNULAR GAP.

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 Aviation World(www.dgcaquestionpapers.in) Jet Engine Oct 15
B) CONSTRAINED GAP. C) THE THRUST SETTING PARAMETERS FOR FADEC
C) BOTH. ENGINE IS #N2
33] THE VELOCITY OF AIR COMING INTO THE ENGINE D) ALL.
DUE TO THE VELOCITY OF AEROPLANE IS
DISGARDED- 41] WHICH OPERATIONAL FORCES CAUSE THE
A) GROSS THRUST. GREATEST STRESS ON PROPELLERS-
B) NET THRUST. A) AERODYNAMIC TWISTING FORCE.
C) RAM THRUST. B) CENTRIFUGAL FORCE.
D) ALL. C) THRUST BENDING FORCE.
34] IN GTE, WHICH IS NOT ACCEPTABLE- 42] UNIVERSAL PROPELLER PROTECTOR IS USED FOR-
A) CRACKS. A) BLADE ANGLE.
B) NICKS. B) BLADE ALLEIGNMENT.
C) DENTS. C) BOTH
D) ALL. 43] NON-DESIGN FACTOR, WHICH AFFECTS THRUST-
35] FEATHERING OF PROPELLER IS INITIATED BY- A) SPEED OF AIRCRAFT.
A) FEATHERING PUSH BUTTON. B) RPM.
B) EMERGENCY SHUT OFF LEVER. C) INLET SHAPE.
C) AUTO FEATHERING SYS. 44] PROPELLER PITCH ANGLE IS CHANGED BY-
D) ALL A) ENGINE OIL.
36] TURBINE ENGINE IN LOW SFC, LONG RANGE, LOW B) HYRAULIC OIL.
SPECIFIC WEIGHT WITH RESPECT TO- C) BOTH.
A) TURBO-JET. 45] THE EFFICIENT CONVERTION OF THE KINETIC
B) TURBO-PROP. ENERGY TO PROPULSIVE WORK-
C) HIGH BY-PASS. A) PROPULSIVE EFFICIENCY.
D) [A] & [B]. B) THERMAL EFFICIENCY.
37] IN AXIAL FLOW, COMPRESSOR TIP SPEED IS C) OVERAUL EFFICIENCY.
LIMITED TO 0.85 IS PROVIDED BY- 46] FACTORS THAT AFFECTS THE OVERAUL EFFICIENCY
A) CONSTANT INSIDE & CONSTANT OUSIDE DIAMETER OF ENGINE-
COMPRESSOR. A) COMPONENT EFFICIENY.
B) CONSTANT INSIDE DIAMETER. B) TYPE OF FUEL USED.
C) CONSTANT OUTSIDE DIAMETER. C) ENGINE OPERATING FACTORS.
38] THE OIL PRESSURE INDICATOR USUALLY SHOWS- D) ALL.
A) ENGINE OIL PRESSURE. 47] THE ABILITY OF DUCT TO CONVERT KINETIC OR
B) ENGINE OIL PUMP DISCHARGE PRESSURE. DYNAMIC PRESSURE ENERGY AT THE INLET OF THE
C) QUANTITY OF ENGINE OIL. DUCT INTO STATIC PRESSURE ENERGY AT THE INLET
D) ALL. OF THE COMPRESSOR IS KNOWN AS-
39] THE PURPOSE OF 3D CAM IN FUEL CONTROL A) DUCT PRESSURE EFFICIENCY RATIO.
COMPUTERS IS- B) RAM RECOVERY EFFICIENCY.
A) TO HOLD THE TIT NEAR ITS ALLOWABLE LIMIT BY C) BOTH.
PROVIDING A PREDETERMINED FUEL SCHEDULE. 48] WHICH SHOULDN’T BE OPEN BEFORE TURNING ON
B) TO PREVENT COMPRESSOR SURGE. THE STARTER & IGNITION SWITCHES-
C) TO PREVENT COMPRESSOR STALL. A) FUEL VALVE. B) FUEL SHUT OFF
D) ALL. SWITCH.
40] MTCS- C) FUEL BOOST PUMP. D) ALL.
A) FADEC CONTROLS HMU. 49] SUDDEN THROTTLE MOVEMENT SHOUND BE
B) FADEC DOESN’T CONTROL HMU. AVOIDED, BECAUSE-

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A) PREVENT CRACKING AT MIDDLE OF TURBINE B) WHITE STONE OR RATIO METER.
BLADE. 58] WATER INJECTION IS USED-
B) PREVENT CRACKING AT LEADING EDGE OF TURBINE A) HIGH ENGINE POWER.
BLADE. B) LOW ENGINE POWER.
C) PREVENT CRACKING AT TRAILING EDGE OF C) TAKE OFF ONLY.
TURBINE BLADE. D) ALL.
D) BOTH [B] & [C]. 59] POWER UNIT FAILS TO TURN ON, DURING START
50] ENGINE HAS HIGH EXHAUST GAS TEMPERATURE ATTEMPTED-
AT TARGET ENGINE PRESSURE RATIO FOR TAKEOFF- A) NO AIR TO STARTER.
A) ENGINE OUT OF TRIM. B) LOW VOLTAGE.
B) HOT START. C) LOW CURRENT.
C) FCU MALFUNCTION. D) PROPELLER BLADE LOCKED.
51] JET_CAL ANALYZER MAY BE USED TO- 60] FUNCTION OF NGV-
A) CHECK THE AIRCRAFT EGT SYS FOR ERROR, A) TO INCREASE THE EXHAUST VELOCITY.
WITHOUT RUNNING THE ENGINE. B) TO INCREASE THE EXHAUST GAS PRESSURE.
B) CHECK INDIVIDUAL THERMO COUPLES BEFORE C) TO MAINTAIN THE CONSTANT PRESSURE.
PLACEMENT IN PARALLEL HAMESS. D) ALL.
C) CHECK RESISTANCE OF EGT CIRCUIT. 61] LOCATION OF FLYWEIGHTS IN GOVERNER-
D) ALL. A) GOVERNER OUTSIDE & UPWARD POSITION.
52] AUTO FEATHERING IS GENERALLY USED- B) GOVERNER INSIDE & UPWARD POSITION.
A) TAKE-OFF. C) GOVERNER OUTSIDE & INWARD POSITION.
B) LANDING. D) ALL.
C) BY USING THE SERIES OF POSITIVE TORQUE 62] SWIRL TYPE FUEL NOZZLE ARE USUALLY USED TO-
SENSING SWITCH. A) PROVIDE RAPID BURNING.
D) ALL. B) HANDLE LARGE QUANTITY OF FUEL.
53] IGNITER PLUG NEED NOT PROJECT INTO LINER- C) HANDLE LARGE QUANTITY OF AIR.
A) ANNULAR GAP. D) ALL.
B) CONSTRAINED GAP. 63] AT CONSTANT THROTTLE SETTING, THRUST IS
C) SELF IONISING. AFFECTED BY-
54] THE FIRE DETECTION SYSTEM, THAT USES TWO A) DECREASE AS TEMPERATURE INCREASE.
WIRES IMBEDED IN THE CERAMIC CORE WITHIN THE B) DECREASE AS TEMPERATURE DECREASE.
TUBE- C) INCREASE AS PRESSURE INCREASE.
A) FENWALL. B) KIDDLE. D) [A] & [B].
C) THERMAL. 64] MOSTLY USED THRUST REVERSALS IN TURBINE
55] PURPOSE OF PROPELLER ANTI-ICING_ ENGINE-
A) REMOVING OF ICE, BEING FORMED ON PROPELLER. A) PRE-EXIT TYPE.
B) PREVENT OF ICE, BEING FORMED ON PROPELLER. B) CASCADE BLOCKER.
56] SELF IONIZING OR SHUNTED GAP TYPE IS C) AERODYNAMIC & MECHANICAL BLOCKAGE.
RETARDED AS- D) ALL.
A) EXCITER UNIT. 65] THE EXHAUST SECTION OF TURBINE IS DESIGNED
B) HIGH TENSION LEAD. TO-
C) IGNITER PLUG. A) IMPART A HIGH EXIT VELOCITY TO EXHAUST GASES.
57] MOST COMMONLY USED TYPE OF B) INCREASE TEMP, THEREFORE INCREASE IN
ELECTRONICALLY OPERATED OIL TEMPERATURE VELOCITY.
GAUGE- C) DECREASE TEMP, THEREFORE DECREASE IN
A) THERMOCOUPLE TYPE. PRESSURE.

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66] DOUBLE ENTRY CENTRIFUGAL COMPRESSOR- 74] A TRANSFER OF METAL FROM ONE SURFACE TO
A) COMPRESSOR THAT HAS TWO INTAKES. ANOTHER SURFACE, SEVERE CONDITION OF
B) TWO STAGES COMPRESSOR INDEPENDENTLY CHAFFING OR FRETTING OCCURS IS CALLED-
CONNECTED TO THE MAIN SHAFT. A) SERORING. B) BRINELLING.
C) A COMPRESSOR WITH VANES ON BOTH SIDE OF C) GALLING.
IMPELLER. 75] WHAT ARE THE ENGINE PARAMETERS ARE TO BE
67] THE CENTRIFUGAL TWISTING MOMENT OF AN MONITORED TO DETERMINE THE AERODYNAMIC
OPERATING PROPELLER TENDS TO- PERFORMANCE OF THE ENGINE-
A) INCREASE THE PITCH ANGLE. A) EPR, FUEL FLOW, VIBRATION AMPLITUDE, OIL
B) REDUCE THE PITCH ANGLE. CONSUMPTION.
C) BEND THE BLADES IN THE DIRECTION OF B) EPR, FUEL FLOW, EGT, OIL CONSUMPTION.
ROTATION. C) EPR, FUEL FLOW, EGT, THROTTLE POSITION, RPM.
68] THE PRIMARY PURPOSE OF A CUFF ON A D) EGT, FUEL FLOW, VIBRATION AMPLITUDE,
PROPELLER IS TO- THROTTLE POSITION.
A) DISTRIBUTE ANTI-ICING FLUID. 76] INPUT OF FADEC-
B) STRENGTHEN THE PROPELLER. A) AIRCRAFT MAIN ELECTRICAL SYSTEM.
C) INCREASE THE FLOW OF COOLING AIR TO THE B) AIRCRAFT 96 VOLT ELECTRICAL SYSTEM.
ENGINE NACELLE. C) AIRCRAFT ENGINE DRIVEN GENERATOR.
69] FIGURE INDICATE- 77] THE HUB ASSEMBLY OF PROPELLER CONSIST OF-
A) SUBSONIC DUCT. A) BLADE ASSEMBLY.
B) TRANSONIC DUCT. B) SPIDER.
C) SUPERSONIC DUCT. C) BARREL ASSEMBLY.
D) RAMP OR WEDGE TYPE. D) ATA.
70] IN GTE, WHEN STARTER SWITCH OF THE STARTER 78] HUNG START OCCURS-
GENERATOR IS ENERGIZED AND THE ENGINE FAILS A) RICH AIR/FUEL MIXTURE.
TO ROTATE. PROBABLE CAUSE WOULD BE- B) INSUFFICIENT POWER TO THE STARTER.
A) POWER LEVER SWITCH IS DEFECTIVE. C) [A] & [B]
B) UNDER-CURRENT SOLENOID CONTACTS ARE 79] WHEN CDP SENSOR FAILS DURING CRUISE IN HIGH
DEFECTIVE. POWER CONDITION, ENGINE WILL-
C) STARTER RELAY IS DEFECTIVE. A) SURGE.
71] CENTRIFUGAL COMPRESSOR- B) FLAME-OUT
A) MORE EFFICIENT. C) DE-ACCELERATE THE IDLE RPM.
B) HIGH PRESSURE RISE PER STAGE. 80] VALVE USED TO SET FLOW AND ENGINE FLOW-
C) SIMPLICITY. A) TWO WAY CHECK VALVE.
D) ATA. B) SHUTTLE VALVE.
72] STARTER WHICH CONSIST OF IN-BUILD OIL SUMP- C) PRIORITY VALVE.
A) ELECTRIC STARTER. D) SEQUENCE VALVE.
B) AIR TURBINE STARTER. 81] THE GENERAL PATTERN TO BE EXPECTED IN
C) STARTER GENERATOR. FAILURES AFFECTING ONLY THE LPT-
73] OPERATING THRUST REVERSAL AT LOW GROUND A) N1 MARKED SHIFT.
SPEED CAN CAUSE- B) N2 INCREASE.
A) SAND/FOD INGESTION. B) HOT GAS RE- C) EGT & FUEL FLOW INCREASE.
INGESTION. D) ATA.
C) COMPRESSOR STALL. D) ATA 82] ADVANTAGES OF TURBOPROP-
A) LOW TSFC.
B) HIGH TSFC.

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83] LOCATION OF IGNITER PLUG IN COMBUSTION
CHAMBER-
A) DIAMETERICALLY OPPOSITE IN COMBUSTION
LINER.
B) DIAMETERICALLY OPPOSITE IN BOTTOM OF
COMBUSTION CHAMBER.
C) DIAMETERICALLY OPPOSITE IN TOP OF
COMBUSTION CHAMBER.

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