Oral Basic Gas Turbine

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Oral Basic Gas Turbine - Aircraft Maintenance Engineering
Hu ssa in Sig n Ou t
AIRCRAFT MAINTENANCE ENGINEERING

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ORAL BASIC GAS TURBINE

Following are the questions usually asked in orals, they will be updated from time to time, so keep on v isiting regularly . Thank y ou
QUESTIONS
Standard Definitions: MASS: quantity . MATTER: RATIO: MOLECULE: COMPOUND: MIXTURE: ALLOY : Mass is a quantity of matter in a body . Units MKS kg; CGS gm; FPS lb(mass). Scalar
Any thing that occupies space (v olume) and hav e mass One magnitude div ided by another magnitude of the same kind Molecule is a combination of two or more atoms. It is a chemical combination of molecules. E.g. NACL It is a phy sical combination of molecules. E.g. Brine An alloy is a partial or complete solid solution (h ttp://en .wi ki pedi a.org/wi ki /Sol i d_sol u ti on ) of one or Complete solid solution alloy s giv e single solid phase
more elements (h ttp://en .wi ki pedi a.org/wi ki /Ch em i cal _el em en t) in a metallic (h ttp://en .wi ki pedi a.org/wi ki /Metal l i c)matrix
(h ttp://en .wi ki pedi a.org/wi ki /Matri x_%28geol ogy %29).
microstructure, while partial solutions giv e two or more phases that may be homogeneous (h ttp://en .wi ki pedi a.org/wi ki /Hom ogen eou s_%28ch em i stry %29) in distribution depending on thermal (heat treatment) history . Alloy s usually hav e different properties from those of the component elements. ION: Ions are the charged particle
PLASMA: Plasma is an ionized state. It is a combination of liquid and solid state of matter and occurs at v ery high temperature FLUID: COHESION: ADHESION: Any thing that can flow. It is a force of attraction between same ty pe of atoms and molecules It is a force of attraction between different ty pe of atoms and molecules.
SPECIFIC GRAV ITY : It is the ratio of a density of a substance to the density of water. Density of water is 1 000 kg/m3
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1 NAUTICAL MILE: The arc along the circle of the earth if the angle substanded is equal to one minute. 1 KNOT: MINUTE: A knot is one nautical mile cov ered in one hour. It is a unit of speed and is used in av iation. In astronomy (h ttp://en .wi ki pedi a.org/wi ki /A stron om y ), the minute is a unit of angle, the minute of
right ascension (h ttp://en .wi ki pedi a.org/wi ki /Ri gh t_ascen si on ). It is equal to 1 /60th of an hour of right ascension and can be further div ided into 60 seconds of right ascension. DISPLACEMENT: Shortest distance between two locations or points. It is a v ector quantity . DISTANCE: It is the amount of trav el. Scalar quantity .
SPEED: Distance cov ered in a unit time or rate of change of distance. Speed = Distance / time. Units MKS m/s; CGS cm/s; FPS ft/s. Scalar quantity V ELOCITY : Rate of change of displacement. Units MKS m/s; CGS cm/s; FPS ft/s. V ector quantity . V =s/t (Difference betw een speed and velocity is of distance and displacement) INSTANTANEOUS V ELOCITY : V elocity at some instance. ACCELERATION: Rate of change of v elocity . Units MKS m/s2; CGS cm/s2; FPS ft/s2. V ector quantity . a= v f-v i /t. REST: MOTION: If a body doesnt change its position wrt to its surrounding the body is said to be in rest If a body changes its positin wrt to its surrounding the body is said to be in motion.
TY PES OF MOTION: 1 . Translatory Motion: A motion in which ev ery particle of a body is being displaced by the same amount is called Translatory motion. E.g. a car. 2. Rotational Motion: A motion in which a body rotates about a fix ed point or ax is. E.g. a fan. 3. Oscillatory or V ibratory Motion: to and fro motion of a body about a mean position. E.g. Pendulum. EQUATIONS OF MOTION: 1 . V f = V i + at 2. S = V it + at2 3. 2as = V f2 V i2 NEWTONS LAWS OF MOTION: 1 . First Law of motion: A body at rest will remain at rest and a body in motion will continue its state of uniform motion unless some force is applied. 2. Second Law of motion: When an ex ternal force acts on a body it accelerates the body in the direction of force. Acceleration of an object is directly proportional to the force acting on it and inv ersely proportional to the mass of the object.
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3. Third Law of motion: To ev ery action there is an equal and opposite reaction. FORCE: Force is that agent which produces or tends to produce, stops or tends to stop motion in a body . Units MKS Newton (kg.m/s2); CGS Dy ne (g.cm/s2); FPS Pound (force) (lb(mass). ft/s2. V ector quantity . F=ma.
WEIGHT: Weight is a force with which earth attracts a body towards its center. Units MKS Newton (kg.m/s2); CGS Dy ne (g.cm/s2); FPS Pound (force) (lb(mass). ft/s2. V ector quantity . W=mg. NEWTONS LAW OF GRAV ITIATION: Ev ery body in the univ erse attracts ev ery other body with a force which is directly proportional to the product of their masses and inv ersely proportional to the square of distance between them. F=G m1 .m2/r2. G=6.67 x 1 0 power -1 1 . SCALER QUANTITIES: Scalar quantities are those quantities that hav e magnitude only but no direction. E.g. mass, speed, time, v olume, temperature, work, density , distance. Scalars can be added subtracted, multiplied and div ided according to ordinary arithmetic rules. V ECTOR QUANTITIES: V ector quantities are those quantities that hav e both magnitude and direction. E.g. Force, v elocity , weight, displacement, acceleration, momentum. Graphically a v ector can be added or subtracted by head to tail rule. TRIGNOMETERY : 1 . Sin theta = Prependicular / Hy potenuse 2. Cos theta = Base / Hy potenuse 3. Tan theta = Perpendicular / Base ENERGY : POWER: Energy is the capacity to do work. It is inherent Power Power is the rate of doing work. P= F x D
T It is calculated in foot pounds per second Or Watts. WORK: TORQUE: RPM: Act of performing a productiv e operation by some mechanical means. Torque is the twisting or rotary force ex erted by the engine to turn the Propeller. Number of Rev olutions per minute
BOY LES LAW: Boy les law states that at constant temperature , the absolute pressure and the v olume of a gas are inv ersely proportional. PV = K CHARLES LAW: At constant pressure, the v olume of a giv en mass of an ideal gas is directly proportional to its absolute temperature. V @ T PRESSURE: Pressure is a force per unit area. Its unit in MKS is N/m2 and FPS is Psi. P=F/A
KINDS OF PRESSURES:
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Absolute pressure is the sum of gauge pressure & atmospheric pressure. It is the actual pressure of a fluid on surface because of the force ex erted by the molecules. It is zero referenced against a perfect v acuum. It is nev er negativ e. Gauge pressure is equal to absolute pressure minus atmospheric pressure. It is zero referenced against ambient air pressure, so Negativ e signs are usually omitted. It can show the negativ e reading. Atmospheric Pressure is the pressure of the outside air which is 1 4.7 psi at sea lev el. Differential pressure is the difference in pressure between two points.
Ram or Dy namic Pressure is the pressure of the air or gas cause by motion is called Ram or Dy namic pressure. Static Pressure in fluid dy namics (h ttp://en .wi ki pedi a.org/wi ki /Fl u i d_dy n am i cs), static pressure is the pressure at a nominated point in a fluid. Static pressure is the true pressure of a gas.
(h ttp://en .wi ki pedi a.org/wi ki /Pressu re)
Aneroid barometer measures static pressure. Total Pressure is the sum of Dy namic pressure and Static Pressure.
Hy drostatic Pressure is the pressure due to the height of the fluid. Its unit in MKS is Pascal (N/m2) and FPS is Psi, also bar. P=egh. IDEAL GAS LAW: The combined gas law (h ttp://en .wi ki pedi a.org/wi ki /Com bi n ed_gas_l aw) or general gas equation is formed by the combination of the three laws, and shows the relationship between the pressure, v olume and temperature for a fix ed mass of gas: Three earlier gas laws: Boy le's law (h ttp://en .wi ki pedi a.org/wi ki /Boy l e%27s_l aw) (1 662, relating pressure and v olume): , Charles' law (h ttp://en .wi ki pedi a.org/wi ki /Ch arl es%27_l aw) or law of v olumes (1 7 87 , relating v olume and temperature):
Pressure law or Third gas law (Gay -Lussac (h ttp://en .wi ki pedi a.org/wi ki /Gay -Lu ssac%27s_Law) in 1 809, relating temperature and pressure)
The combined gas law (h ttp://en .wi ki pedi a.org/wi ki /Com bi n ed_gas_l aw) or general gas equation is formed by the combination of the three laws, and shows the relationship between the pressure, v olume and temperature for a fix ed mass of gas:
There is also Av ogadro's Law (h ttp://en .wi ki pedi a.org/wi ki /A v ogadro%27s_Law), which is particularly useful in chemistry : For any gas, the ratio of Liters of the gas to moles of the gas is:
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, and uses the molar v olume (h ttp://en .wi ki pedi a.org/wi ki /Mol ar_v ol u m e) of a gas: 22.4 Liters. With the addition of Av ogadro's law (h ttp://en .wi ki pedi a.org/wi ki /A v ogadro%27s_l aw), the combined gas law
(h ttp://en .wi ki pedi a.org/wi ki /Com bi n ed_gas_l aw) (h ttp://en .wi ki pedi a.org/wi ki /Ideal _gas_l aw):
dev eloped into the ideal gas law
This law has the following important consequences: 1 . If temperature and pressure are kept constant, then the v olume of the gas is directly proportional to the number of molecules of gas. 2. If the temperature and v olume remain constant, then the pressure of the gas changes is directly proportional to the number of molecules of gas present. 3. If the number of gas molecules and the temperature remain constant, then the pressure is inv ersely proportional to the v olume. 4. If the temperature changes and the number of gas molecules are kept constant, then either pressure or v olume (or both) will change in direct proportion to the temperature. IDEAL GAS: An ideal gas is a theoretical gas composed of a set of randomly -mov ing point particles (h ttp://en .wi ki pedi a.org/wi ki /Poi n t_parti cl e) that interact only through elastic collisions
(h ttp://en .wi ki pedi a.org/wi ki /El asti c_col l i si on ). (h ttp://en .wi ki pedi a.org/wi ki /Ideal _gas_l aw),
The ideal gas concept is useful because it obey s the ideal gas law
a simplified equation of state (h ttp://en .wi ki pedi a.org/wi ki /Equ ati on _of_state),
and is amenable to analy sis under statistical mechanics (h ttp://en .wi ki pedi a.org/wi ki /Stati sti cal _m ech an i cs). ENTROPY : It is the degree of molecular disorder.
TEMPERATURE: It is the degree of hotness or coldness of a body . TEMPERATURE SCALES:
Marks Min Max Parts Conversion Celsius Fahrenheit
Degree Celsius 0 1 00 1 00 Degree Celsius
Degree Fahrenheit 32 21 2 1 80 Degree Fahrenheit 5/9 (F-32)
Degree Kelv in 27 3 37 3 1 00 Degree Kelv in +27 3 +27 3

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9/5 C + 32
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Kelv in
+27 3
+27 3
Degree Celcius Degree Farenhiet Degree Kelv in COEFFICIENT OF LINEAR EXPANSION: It is change in length per unit length per degree rise in Kelv in. COEFFICIENT OF V OLUME EXPANSION: It is change in v olume per unit v olume per degree rise in Kelv in.
DALTONS LAW of Partial Pressures: The pressure of a mix ture of gases simply is the sum of the partial pressures (h ttp://en .wi ki pedi a.org/wi ki /Parti al _pressu res) of the indiv idual components. PASCALS LAW: When a fluid is confined in a container or a sy stem and its pressure is increased or decreased by means of a piston or some other mean, then it is observ ed that the pressure at ev ery point within the sy stem is changed by the same amount. PASCAL: Pascal is a force of one Newton on an area of one meter square. N/m2. 1 4.7 psi = 1 .1 03 x 1 0 power 5 Pascal. One bar is equal to 1 0 power 5 Pascal. HOOKS LAW: Hooke's law of elasticity (h ttp://en .wi ki pedi a.org/wi ki /Th eory _of_el asti ci ty ) is an approx imation that states that the ex tension of a spring is in direct proportion with the load added to it as long as this load does not ex ceed the elastic limit. Materials for which Hooke's law is a useful approx imation are known as linearelastic (h ttp://en .wi ki pedi a.org/wi ki /Li n ear_el asti ci ty ) or "Hookean" materials. Mathematically , Hooke's law states that
where x is the displacement (h ttp://en .wi ki pedi a.org/wi ki /Di spl acem en t_%28v ector%29) of the end of the spring from its equilibrium (h ttp://en .wi ki pedi a.org/wi ki /Mech an i cal _equ i l i bri u m ) position; F is the restoring force ex erted by the material; and k is the force constant (or spring constant ). OHMS LAW: In electrical circuits (h ttp://en .wi ki pedi a.org/wi ki /El ectri cal _ci rcu i t), Ohm's law states that the current
(h ttp://en .wi ki pedi a.org/wi ki /El ectri c_cu rren t)
through a conductor between two points is directly proportional to the potential difference or v oltage (h ttp://en .wi ki pedi a.org/wi ki /V ol tage) across the two points,
(h ttp://en .wi ki pedi a.org/wi ki /Proporti on al i ty _%28m ath em ati cs%29) (h ttp://en .wi ki pedi a.org/wi ki /Poten ti al _di fferen ce)
and inv ersely proportional to the resistance (h ttp://en .wi ki pedi a.org/wi ki /El ectri cal _resi stan ce) between them, prov ided that the temperature remains constant. [1 ] (h ttp://en .wi ki pedi a.org/wi ki /Oh m %27s_l aw#ci te_n ote-0)
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The mathematical equation that describes this relationship is:[2 ]

(h ttp://en .wi ki pedi a.org/wi ki /Oh m %27s_l aw#ci te_n ote-Mi l l i kan -1)
KRISCHOFFS LAW: Kirchhoff's circuit laws are two equalities (h ttp://en .wi ki pedi a.org/wi ki /Equ al i ty _%28m ath em ati cs%29) that deal with the conserv ation of charge (h ttp://en .wi ki pedi a.org/wi ki /Ch arge_con serv ati on ) and energy in electrical circuits
(h ttp://en .wi ki pedi a.org/wi ki /El ectri cal _ci rcu i t), (h ttp://en .wi ki pedi a.org/wi ki /Gu stav _Ki rch h off).
and were first described in 1 845 by Gustav Kirchhoff Widely used in electrical engineering they are also called Kirchhoff's rules or simply Kirchhoff's law s
(h ttp://en .wi ki pedi a.org/wi ki /El ectri cal _en gi n eeri n g),
(see also Kirchhoff's laws (h ttp://en .wi ki pedi a.org/wi ki /Ki rch h off%27s_l aws) for other meanings of that term). COLOUMBS LAW: The magnitude of the electrostatic force between two point (h ttp://en .wi ki pedi a.org/wi ki /Poi n t_sou rce) electric charges is directly proportional (h ttp://en .wi ki pedi a.org/wi ki /Proporti on al i ty _%28m ath em ati cs%29) to the product of the magnitudes of each of the charges and inv ersely proportional to the square of the distance between the two charges BUOY ANCY FORCE: Buoy nacy force is an upward thrust. It depends upon the weight of the v olume of the fluid displaced by the body . It is used in hy drometer to determine the specific grav ity of the liquids. E.g. battries. Floating bodies hav e a greater buoy ancy force then their weight. Aircrafts that fly due to buoy ancy force are balloons and airships. STREAM LINE FLOW: When a fluid flows through a duct in such a way that there is no turbulence in the flow, the flow is said to be streamline. V ENTURI: V enturi is a streamline duct through which air will flow without turbulence. The bore of v enture conv erges upto throat and div erges towards the outlet. CONTINUITY OF FLOW: Fluids in steady motion pass each cross-section of the streamline duct in identical amount in each second. Continuity of flow is when the mass flow rate is constant m = eAV BERNAULIS THEOREM: In streamline flow of ideal fluid (inv icid nonv iscous fluid), the sum of Kinetic Energy , Potential Energy and Pressure Energy remains same. BRAY TON CY CLE: The Bray ton cy cle is a thermody namic cy cle (h ttp://en .wi ki pedi a.org/wi ki /Th erm ody n am i c_cy cl e) that describes the workings of the gas turbine (h ttp://en .wi ki pedi a.org/wi ki /Gas_tu rbi n e) engine, basis of the jet engine
(h ttp://en .wi ki pedi a.org/wi ki /Jet_en gi n e)
e=density , A=Area, V =V elocity .
and others. It is named after George Bray ton (1 8301 892), the American engineer (h ttp://en .wi ki pedi a.org/wi ki /En gi n eer)
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(h ttp://en .wi ki pedi a.org/wi ki /George_Bray ton )
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who dev eloped it, although it was originally proposed and patented by Englishman John Barber
(h ttp://en .wi ki pedi a.org/wi ki /Joh n _Barber_%28en gi n eer%29)
[1 ] (h ttp://en .wi ki pedi a.org/wi ki /Bray ton _cy cl e#ci te_n ote-0) It is also
sometimes known as the Joule (h ttp://en .wi ki pedi a.org/wi ki /Jam es_Prescott_Jou l e) in 1 7 91 . cy cle. The term Bray ton cy cle has more recently been giv en to the gas turbine (h ttp://en .wi ki pedi a.org/wi ki /Gas_tu rbi n e) engine. This also has three components: A gas compressor A burner (or combustion (h ttp://en .wi ki pedi a.org/wi ki /Com bu sti on ) chamber) An ex pansion turbine (h ttp://en .wi ki pedi a.org/wi ki /Expan si on _tu rbi n e) Ideal Bray ton cy cle: isentropic process (h ttp://en .wi ki pedi a.org/wi ki /Isen tropi c_process) - Ambient air is drawn into the compressor, where it is pressurized. isobaric process (h ttp://en .wi ki pedi a.org/wi ki /Isobari c_process) - The compressed air then runs through a combustion chamber, where fuel is burned, heating that aira constant-pressure process, since the chamber is open to flow in and out. isentropic process (h ttp://en .wi ki pedi a.org/wi ki /Isen tropi c_process) - The heated, pressurized air then giv es up its energy , ex panding through a turbine (or series of turbines). Some of the work ex tracted by the turbine is used to driv e the compressor. isobaric process (h ttp://en .wi ki pedi a.org/wi ki /Isobari c_process) - Heat Rejection (in the atmosphere). Actual Bray ton cy cle: adiabatic process (h ttp://en .wi ki pedi a.org/wi ki /A di abati c_process) - Compression. isobaric process (h ttp://en .wi ki pedi a.org/wi ki /Isobari c_process) - Heat Addition. adiabatic process - Ex pansion. isobaric process - Heat Rejection.
HORSE POWER: Horse Power is a unit of Power. One Horse Power is 550 foot-pounds of work accomplished in one second. (37 5 mile pound per hour = 550 ft. lbs / sec = 33,000 ft. lbs / min). Both time and distance are necessary to compute Horse Power. The term, Horse Power is not used for turbo-fan or turbo-jet engines because time and distance elements are not alway s inv olv ed, since when a turbo-jet or turbo-fan is not mov ing forward as like a plane standing on ground with engines running, time and distance elements are zero. POWER OF A GAS TURBINE ENGINE: Power of a gas turbine engine can only be calculated if the aircraft is mov ing, when thrust is opposing drag & propelling the aircraft at a constant speed. Power of a gas turbine engine is giv en by : Power = Drag (lbs) X Aircraft speed (ft / sec) OR Since at a constant aircraft speed Thrust = Drag so, Thrust Horse Power = Thrust (lbs) x Aircraft Speed (ft / sec) 550 ft. lbs / sec
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37 5 mile pound per hour = 550 ft. lbs / sec = 33,000 ft. lbs / min Power of a Gas Turbine engine is calculated as THRUST HORSE POWER, because this engine deliv ers power through thrust generated by the reaction force. GAS TURBINE ENGINES: Gas Turbine Engines are simple heat engines that conv ert heat energy of fuel into mechanical work. They are machines which giv e momentum to the mass of air & fuel. GAS GENERATOR: A gas generator is a gas producing section of a gas turbine engine. It ex cludes inlet duct, propelling nozzle of a turbo jet & propeller shaft and reduction gear of turbo-prop engines. THRUST: Thrust is a forward acting force and is a reaction force to the force applied to accelerate the mass of air rearward in case of a gas turbine engine. It is measured in pounds. MOMENTUM THRUST: Momentum Thrust is the Majority of the thrust. It is obtained by the change of momentum of gasses within an engine. PRESSURE THRUST: Pressure thrust is an additional thrust obtained when the engine operates with the propelling nozzle in a choked condition. It is obtained by the pressure difference at the propelling nozzle and the outside atmosphere. Pressure Thrust = (Pressure at the jet nozzle Pj Ambient Pressure Pam) x Jet nozzle area. GROSS THRUST: Pressure Thrust added to Momentum thrust prov ides Gross Thrust. THRUST HORSE POWER: Thrust Horse Power is defined that at an aircraft speed of 550 ft. lbs / sec the thrust of one pound is equal to one horse power. Power of a Gas Turbine engine is calculated as THRUST HORSE POWER, because this engine deliv ers power through thrust generated by the reaction force. For a Turbo-jet & turbo-fan engine: Thrust Horse Power = Thrust (lbs) x Aircraft Speed (ft / sec) 550 ft. lbs / sec 37 5 mile pound per hour = 550 ft. lbs / sec = 33,000 ft. lbs / min Thrust Horse Power is proportional to both engine thrust and aircraft speed. If the aircraft speed is zero THP
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is also zero. Likewise if aircraft speed for a giv en thrust is doubled, THP is also doubled. For a Turbo-prop engine: Thrust Horse Power = Shaft Horse Power x Propeller efficiency Thrust horse power dev eloped by a turbo-prop will alway s be less than its Shaft horse power because the propeller is less than 1 00 percent efficient (it is usually 80 % efficient), conv erting only part of the horse power output into thrust. SHAFT HORSE POWER: Shaft Horse Power is the measure of power supplied to the propeller in a turbo-prop-engine. One SHP supplied to the propeller is assumed to produce 2.5 pounds of thrust. EQUIV ALENT SHAFT HORSE POWER: Equiv alent Shaft Horse Power is the power produced by a Turbo-prop engine. Equiv alent Shaft Horse Power is Shaft Horse Power supplied to the propeller plus the amount of thrust produced by the engine. The static Equiv alent Shaft Horse Power is the static jet thrust in pounds div ided by 2.5 plus the SHP supplied to the propeller. ESHP (static) = SHP + Fn (Jet) 2.5 EFFICIENCY : operates. Efficiency is the effectiv eness with which a machine, piece of equipment, process or a person
It is the ratio of the energy obtained from a machine to the energy put into the machine. ENGINE EFFICIENCY : Engine efficiency is the ov er-all efficiency of an engine which is usually between 7 0-80%. Each part of an engine such as compressor, combustion chamber, turbine, jet nozzle has its own efficiency . All of these combine to produce one single Ov er-all or Engine efficiency . To assess the engine or ov er-all efficiency of an engine Thermal or internal efficiency and Propulsiv e or ex ternal efficiency of the installed engine must be considered. Ov er all Efficiency is a product of Thermal efficiency and Propulsiv e efficiency Ov er-all efficiency = Thermal efficiency x Propulsiv e efficiency MECHANICAL EFFICIENCY : Mechanical efficiency is the ratio of the useful work output of a machine to the work or energy input. Mechanical efficiency = Useful work output Work Input The difference between the two v alues is chiefly due to the mechanical frictional losses and losses like air leakages etc.
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THERMAL EFFICIENCY : Thermal efficiency of an engine is the ratio of useful work output to the heat of combustion of the fuel. Thermal efficiency = Useful work output Heat of combustion of the fuel
Thermal efficiency is affected by the temperature drop across the turbine. The more is the Turbine Entry Temperature (TET), the more will be the energy to do work or more will be the Thermal Efficiency . Thermal efficiency (Or Turbine Entry Temperature TET) is a function of (or depends on): 1 . Pressure Ratio 2. Mass of Airflow 3. Temperature to which the air is heated. OPERATING CY CLE EFFICIENCY : Operating cy cle efficiency is the ratio of the amount of useful work obtained from a jet engines actual cy cle to the amount of useful work obtained from the same ideal cy cle. Actual efficiency is alway s less than the ideal. PROPULSIV E EFFICIENCY : Propulsiv e efficiency can be defined as that proportion of the engine work that can be conv erted into aircraft work. Propulsiv e efficiency can also be defined as the amount of thrust dev eloped by the jet nozzle compared with the energy supplied to it in the usable form. Propulsiv e efficiency is related to an engine installed on the airframe. Propulsiv e efficiency indicates how effectiv e an engine is as a propelling unit. If the aircraft is stationary , regardless of the amount of thrust produced, the fuel consumed is wasted as far as the aircraft propulsion is concerned, infact the propulsiv e efficiency would be zero. But if aircraft speed becomes equal to the jet speed the Propulsiv e efficiency would be 1 00%. Thrust will be zero in that case. Propulsiv e efficiency increases as the difference between the aircraft speed and the jet v elocity decreases. The faster the aircraft flies the closer the jet speed and the aircraft become, and the energy put into the jet stream performs more useful work. Propulsiv e efficiency is said to increase when at higher throttle settings the nozzle becomes choked so there is a v ery little increase in the jet v elocity (V j), so the gap between the jet v elocity and the aircraft speed narrows. Propulsiv e efficiency = Work done on the aircraft Work done on the gas stream Or, Propulsiv e efficiency = twice aircraft speed aircraft speed + Jet speed prop. eff = 2V i/(V j+V i) x 1 00% x 1 00%
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Question: Why does Propulsiv e efficiency increases when difference between the aircraft speed and Jet speed decreases? Answer: Because the purpose of the engines is to propel the aircraft as much as it can. The more they are closer to their purpose the more will be the propulsiv e efficiency . SPECIFIC FUEL CONSUMPTION (SFC) OR THRUST SPECIFIC FUEL CONSUMPTION (TSFC): Specific Fuel Consumption (SFC) is the amount of fuel required to generate one pound of thrust in one hour for a turbo-jet & turbo-fan engines. TSFC = fuel flow in lbs / lb of thrust / hour Specific Fuel Consumption (SFC) is the amount of fuel required to generate one Shaft Horse Power (SHP) in one hour for a turbo-prop engine. SFC = fuel flow / SHP / hour Specific Fuel Consumption (SFC) is the measure of an engines thermal efficiency and performance. Low Specific Fuel Consumption (SFC) means better thermal efficiency . It depends on compressor / turbine efficiencies. EQUIV ALENT SPECIFIC FUEL CONSUMPTION (ESFC): It is the rate of fuel flow in pounds per hour div ided by a turbo-props ESHP. Turbo-props cannot be compared on the basis of TSFC, EQUIV ALENT SPECIFIC FUEL CONSUMPTION (ESFC) is therefore used instead FACTORS AFFECTING THE SPECIFIC FUEL CONSUMPTION: SFC & RPM: SFC is high at reduced RPM, because the compressor / turbine efficiency is poor. SFC improv es with the increasing RPM and is lowest in the designed cruising speed RPM. SFC & Forward speed of an Aircraft: As the aircraft speed increases the Intake momentum drag also increases thus decreasing the thrust, but on the other hand there is more MAF due to Ram Pressure, and necessities more fuel energy to compress the mass, consequently SFC rises. SFC & Altitude: With an increase in the altitude the SFC improv es or decreases, because the compressor and turbine efficiencies are high at higher altitude. At higher altitude there is less density and lesser Intake momentum drag. Thus an aircraft needing 80% throttle setting to maintain a speed of 350 knots at 1 5,000 ft. may only require 65% of the throttle setting at 28000 ft. to keep the same speed. When the conditions are colder at higher altitude, for the same Pressure Ratio, the compressor has to do a lesser work on the MAF that has a little v olume thus less fuel is required. SFC & Pressure Ratio: SFC decreases as the Pressure Ratio increases. With more Pressure at the outlet of the compressor means more addition of the fuel, but a higher thrust is obtained as compared to the addition of the fuel. The pounds of thrust obtained by the addition of the pounds of fuel is high.
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SFC & Temperature: For the same thrust to be obtained as on a standard day (1 5 deg. C), on a colder day , the compressor has to do a lesser work on MAF for the required Pressure rise thus less fuel is required, SFC improv es, but on a hot day the compressor will need more MAF to compress and has to do more work for the required Pressure rise, thus more fuel is required, SFC increases. BY PASS ENGINE: By pass engine is a dual flow sy stem engine in which the single incoming flow of air is div ided in two flows, one flow passes through the core engine and the other is by passed through a by pass duct which is an annular space between the core and the outer casing. Adv antages of a by pass engine: Higher propulsiv e and ov erall efficiency Low specific fuel consumption Lower noise lev el due to reduced v elocity of the jet stream Lighter core engine. Less mass flow to handle
Dis-adv antages of a by pass engine: Ex tra weight inv olv ed in the LP section that has to handle a greater mass airflow in order to dev elop the same thrust. Question: How does a Turbo-fan has a better propulsiv e efficiency than a Turbo-jet engine? Answer: Turbo-fan has a better propulsiv e efficiency than a turbo-jet because it has a lighter core that handles a lesser mass airflow which giv es reduced jet stream v elocity , while most of the thrust is dev eloped by the fan which handles a greater mass mov ing it rearward slowly . BY PASS RATIO: The ratio of the cold stream to the hot stream. The ratio of the secondary air to the Primary air by weight is called By pass Ratio. FACTORS AFFECTING MASS OF AIRFLOW: Design of the compressor Compressor RPM or speed (more RPM more MAF) Density (more Density more MAF) Temperature (more Temperature less MAF) Altitude (more Altitude less Density less MAF) Forward speed of the aircraft (more Forward speed more Ram effect and more MAF)
FACTORS AFFECTING ACCELERATION OF AIRFLOW: Amount of fuel burnt in the combustion chamber. (more fuel burnt more RPM and hence more acceleration imparted to the MAF by the fast mov ing compressor) Choking or the limitation of compressor to handle the MAF. No more acceleration can be imparted to the
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MAF after the compressor begins to choke. FACTORS AFFECTING THRUST: Forward speed of the aircraft: Net thrust decreases with the forward speed of an aircraft due to intake momentum drag. Net Thrust = Gross Thrust Intake Momentum Drag Net thrust is Max imum when aircraft is stationary with engines running, or it is said to be equal to Gross Thrust. Gross Thrust does not take into account the Intake Momentum Drag. Also at higher throttle settings the nozzle becomes choked and there is a v ey little increase in the jet v elocity (V j) in comparison with the forward aircraft speed (V a). The difference between the two v elocities narrows and the thrust output decreases, while on the other hand the propulsiv e efficiency increases. The nozzle becomes choked because of the high EGT that increases the speed of sound and thus the ex haust gas v elocity reach sonic thus choking the nozzle.
Jet Nozzle V elocity : Thrust increases as the Jet V elocity (V j) increases, howev er at high throttle settings the nozzle does becomes choke due to the high EGT that increases the speed of sound and thus the ex haust gas v elocity becoming sonic thus choking the nozzle. After this an increase in the Jet v elocity is only possible if the EGT is further increased.
Engine RPM: Thrust increases with the increase in RPM. In the higher RPM range when the compressor and turbine efficiencies are high, i.e. In the designed operating range, there is a large increase in thrust for a relativ ely small RPM increase. Majority of the thrust is obtained in the last 25% of the RPM change.
Mass of Airflow: Thrust increases with the increase in MAF
Ram Effect: The pressure of the air or gas cause by motion is called Ram pressure or Ram Effect. As the aircraft speed increases the dy namic or Ram pressure of the air in the engine intake increases. With the increases in air density the MAF through the engine will rise. The result will be an increase in GROSS THRUST as the forward speed increases. With the increase in the forward speed of an aircraft the Intake momentum Drag and Ram Effect both raise at the same time and will tend to cancel each other. Ram also compensates the loss of thrust due to intake momentum drag because of reduced pressure at high altitude. Net thrust increases as the forward speed rises abov e 300 mph. Under subsonic conditions, Ram does not affect the engine thrust as much as it affects the thrust in supersonic conditions.
Altitude: Thrust decreases with increasing altitude.

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There are two things with the increase in altitude: 1 . the density decreases thus reducing the thrust. 2. The temperature drop thus increasing the MAF and thus increasing the thrust. The ov erall compensating effect is that the thrust falls with an increase in altitude. Though the reduction of thrust is compensated by the decrease in temperature till only 36090 ft. after which the temperature remains constant while density continues to fall thus making the fall ion thrust more pronounced. If only engine is considered, this makes 36000 ft the optimum altitude for long range cruising at nominal airspeeds. Air Density and the effect of Temperature and Pressure. Thrust increases as density increases. Density fall with the increases in altitude and increase in Temperature. Density is the number of molecules per cubic feet or mass per unit v olume. Density affects thrust proportionally . Thrust increases with the fall in temperature i.e. on cold day s and on higher altitudes, but decreases on a hot day when temperature is high. Higher temperature means reduced air density , & Lower temperature means higher density .
Thrust increases with an increase in Pressure. Unless an engine has a v ariable inlet-area, the MAF into the engine at a giv en RPM is determined by the density of air going into the compressor. When the pressure (Ram) increases with an increase in the airspeed or decreased altitude, density increases. Ambient Temperature: 1 . Reduced Ambient Temperature Thrust Increases With the reduced OAT the density of air rises thus increasing the weight of the air or the MAF. This will put the compressor under load and it will run at reduced RPM but at constant thrust. To maintain constant RPM, under this condition we need more fuel flow and thrust will increase. (Note that the MAF is also high) 2. Increased Ambient Temperature Thrust Decreases With the increased ambient temperature the density of air decreases thus decreasing the weight of the air or the MAF. This will put the compressor off-load and it will run at higher RPM and constant thrust. To maintain (decrease) the RPM to constant, we need to decrease the fuel flow. This will cause the thrust to drop. (Note that the MAF is also less).
RAM EFFECT:
The pressure of the air or gas cause by motion is called Ram pressure or Ram Effect.
RAM RATIO: The pressure rise in the intake due to Ram Effect. It is the Ratio of the Compressor Inlet pressure to the Ambient Pressure. Ram Ratio = P1 P0
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RAM RECOV ERY : The amount of Static Pressure recov ered from the mov ing airstream or Ram by the Intake is called Ram recov ery . TOTAL RAM RECOV ERY OR TOTAL PRESSURE RECOV ERY : If all of the av ailable Ram pressure is conv erted into Static Pressure, it is called Total Ram Recov ery . RAM TEMPERATURE RISE: The temperature rise due to Ram Compression Effect is called Ram Temperature Rise. FULLY RATED ENGINE: A Fully rated engine is one which will giv e max imum thrust at a specified OAT, after this specified OAT the thrust will decrease. Lets say that it will giv e max imum thrust at 25 degree C. Fully Rated Engines will giv e max imum Thrust at ISA condition, when the throttle is full. In fully rated the EGT does not ex ceed its max imum limit at full throttle. FLAT RATED ENGINE: A flat rated engine giv es max imum thrust upto a specified band of OAT by increasing the fuel flow and after the range of the band, the thrust starts decreasing. Its RPM cannot be further increased by a further increase in fuel flow because of the surge factor. By adjusting fuel flow (decreasing it) in the flat rated engine, it could be derated from a higher thrust at a giv en band of temperature to a lower thrust for the same band of temperature. This is done to enhance the engine life. In flat rated engines the EGT may ex ceed than its prescribed limit at full or rapid throttle mov ement. FREE TURBINE: It is a turbine which alone rotates the single staged Fan. V ARIABLE GEOMETERY DUCT: A V ariable Geometery Duct is used in v ery high speed supersonic aircrafts. In such ty pe of duct the inside area or the configuration of the duct is changed by a mechanical dev ice as the speed of the aircraft increases or decreases. The geometry may be changed by a mov able spike within the duct, or by incorporating some form of mov able restriction such as ramp or wedge inside the duct, or by the use of v ariable airflow by pass sy stem which ex tracts part of inlet airflow from the duct ahead of the engine. Dev ices of this ty pe are rigged to operate without the attention of the pilot. V ariable geometry method eliminates Buzz. SHOCKWAV E: Shockwav e is a thin region of discontinuity in a flow of air or gas, during which the speed, pressure, density and temperature undergo a sudden change. A shockwav e is intentionally setup in the supersonic flow of air entering the duct by means of some restriction of small obstruction. The shockwav e results in the diffusion of the airflow and its v elocity is decreased.
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BUZZ: Buzz is airflow instability and occurs when a shockwav e is alternately swallowed and regurgitated by the inlet. It occurs at high Mach numbers and can be av oided by changing the amount of inlet area v ariation that takes place when v ariable geometry inlet sy stem is in operation. A Buzz can cause v iolent fluctuations in pressure through the inlet which may result in damage to the inlet structure or possibly to the engine. CASCADE EFFECT: In Cascade effect before the air can completely separate from the trailing edge of one blade is affected by the leading edge of blade which follows. Cascade effect is the primary consideration in determining the aerofoil section, angle of attack, and the spacing between blades to be used for the compressor blade design for any giv en ax ial compressor. COMPRESSOR MAP: A compressor Map is a tool to v isualize compressor performance by the designer & the operator. Pressure Ratio dev eloped across the compressor is plotted against the corrected weight of airflow (MAF) through the unit. COMPRESSOR SURGE & BLADE STALL & CHOKING: Compressor Blade Stall: Compressor Blades are tiny aerofoil just like the aerofoil of a wing. An aircraft wing stalls when the aircraft flies below the stalling speed. That is the Relativ e Airflow Speed is too (MAF is low) low. We need to increase the angle of attack to av oid stalling upto 1 5 degrees with the help of flaps and slats. Similarly , when the MAF in a compressor is too low the blade stalls. The angle of attack tends to increase abov e 1 5 degree where the lift is completely destroy ed. The word stall applies to the instability of airflow on a compressor blade or a stage. Compressor Surge (Ax i-Sy mmetric Stall): Ax i-Sy mmetric stall or Compressor or pressure surge is a complete breakdown in compression within a compressor resulting in a rev ersal of air flow. Surge results from a condition of instable airflow within a compressor. This condition occurs when there is less MAF within the compressor while the RPM are v ery high. The air piled up in the rear stages of the compressor tends to hav e a rev erse flow following the low MAF in the front stages of the engine. The situation is such that flame in the combustion chamber also finds an area of low pressure in the front stages of the compressor and tends to mov e towards that area, resulting in a fire situation in the compressor. Its Ox y gen in the air within the compressor that burns. Choking: When the compressor is not operating at its optimum rpm while the MAF within it is v ery high. The forward compressor blades are not be able to bite off enough air to be able to compress it sufficiently and to force it on through the rear stages of the compressor.
Commonly Asked Questions:
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Q. WHAT DO WE DO IN THE COCKPIT BEFORE AN ENGINE REMOV AL? We pull out the squib CB and pull the fire handle. The fire handle is pulled so that no fuel or hy draulic or electrical supply be av ailable to the engine, and Squib CB is pulled so that fire bottle be not discharged on pulling the fire handle. Q. WHAT ARE THE GENERAL PRECAUTIONS FOR AN ENGINE REMOV AL? 1 . BEFORE ATTEMPTING MAINTENANCE OPERATIONS ON THE FUEL SY STEM MAKE CERTAIN THAT FIRE EXTINGUISHING EQUIPMENT IS READILY AV AILABLE IN PROXIMITY TO WORK AREA.
2. CHECK THAT LANDING GEAR GROUND SAFETIES INCLUDING WHEEL CHOCKS ARE IN POSITION.
3. IN ORDER TO AV OID DAMAGE TO LINES, PNEUMATIC DUCTS AND ELECTRICAL CONNECTORS AND TO PREV ENT COMTAMINATION BY FOREIGN BODIES, BLANK OFF THE LINES, DUCTS AND CONNECTORS WITH PROTECTIV E CAPS.
4. B_E_F_O_R_E_ _P_R_O_C_E_E_D_I_N_G_ _W_I_T_H_ _M_A_I_N_T_E_N_A_N_C_E_ _W_O_R_K_ _O_N_ _O_R_ _N_E_A_R_ MECHANICAL FLIGHT CONTROLS OR PRIMARY FLIGHT CONTROL SURFACES, LANDING GEARS, ASSOCIATED DOORS OR ANY MOV ING COMPONENT, MAKE CERTAIN THAT GROUND SAFETIES AND/OR WARNING NOTICES ARE IN CORRECT POSITION TO PREV ENT INADV ERTENT OPERATION OF CONTROLS.
5. B_E_F_O_R_E_ _P_O_W_E_R_ _I_S_ _S_U_P_P_L_I_E_D_ _T_O_ _T_H_E_ _A_I_R_C_R_A_F_T_ MAKE CERTAIN THAT ELECTRICAL CIRCUITS UPON WHICH WORK IS IN PROGRESS ARE ISOLATED.
6. B_E_F_O_R_E_ _P_R_E_S_S_U_R_I_Z_I_N_G_ _H_Y _D_R_A_U_L_I_C_ _S_Y _S_T_E_M_S_, MAKE CERTAIN THAT HY DRAULIC SY STEM UNDER MAINTENANCE HAS BEEN ISOLATED.
7 . MAKE SURE THAT PY LON AFT HOIST FITTINGS ARE IN GOOD CONDITION BEFORE Y OU INSTALL AND AFTER Y OU REMOV E THE BOOTSTRAP REAR MAIN BEAM.
8. OBSERV E SAFETY PRECAUTIONS WHEN WORKING ON THE HY DRAULIC SY STEM. LONG EXPOSURE TO HY DRAULIC FLUID CAN CAUSE SKIN DEHY DRATION AND CHAPPING. REF. 29-00-00.
9. CHECK AIRCRAFT STABILITY . 05-57 -00
Q1 . WHAT ARE THE TWO POSITIONS OF A THRUST REV ERSER? Stow and Deploy ed Q2. IF A THRUST REV ERSER IS NOT PROPERLY RIGGED. WHAT WILL HAPPEN?
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A. The FADAC will be sensing that the Thrust Rev erser is in deploy ed position and will not allow an power output by the engine when throttle is mov ed forward. Q3. WHAT IS THE DIFFERENCE BETWEEN DRY MOTORING AND WET MOTORING? In Dry motoring an engine is cranked v ia the bleed air taken from the APU to the engine. And in wet motoring HP fuel v alv e is opened momentarily during cranking just to pressurize the fuel lines for the purpose of leak test. Q4. WHAT IS MIC? Major Item change sheet. Q5. WHAT DOES A NACELLE COMPRISES OF? AN engine nacelle comprises of air-inlet, fan cowl, rev ersal cowl. core cowl. Q6. WHAT PRECAUTIONS BE TAKEN BEFORE THE REMOV AL OF NOSE COWL, FAN COWL, FAN-REV ERSER COWL AND EXHAUST NOZZLE? Q7 . WHICH LIGHTS ILLUMINATE IN STOW AND DEPLOY ED POSITION OF THRUST REV ERSERS? Deploy Position Green Light Stow Position No light. Q8. PRECAUTIONS WHEN BRINGING AN AIRCRAFT IN HANGAR? A good care must be take during towing an aircraft to hanger ..... 2 mechanics on each wing ... 1 to the tail.....1 in cockpit ........... the steering sy stem to be unlocked and breaks should be working properly . nose steering by -pass pin... landing gear grnd lock pin... pressurize hy d B for brakes... anti-collision light
Q9. WHAT ARE WARNINGS, CAUTIONS AND NOTES? W_A_R_N_I_N_G_ : CALLS ATTENTION TO USE OF MATERIAL, PROCESSES, METHODS, PROCEDURES OR LIMITS WHICH MUST BE FOLLOWED PRECISELY TO AV OID INJURY OR DEATH TO PERSONS. - C_A_U_T_I_O_N_ : CALLS ATTENTION TO METHODS AND PROCEDURES WHICH MUST BE FOLLOWED TO AV OID DAMAGE TO EQUIPMENT. - N_O_T_E_ : Calls attention to methods which make the job easier or prov ide supplementary or ex planatory information
Q1 0. WHAT ARE SCHEDULED AND UN-SCHEDULED MAINTENANCE CHECKS S_c_h_e_d_u_l_e_d_ _M_a_i_n_t_e_n_a_n_c_e_ _C_h_e_c_k_s_ (05-20-00) The initial Scheduled Maintenance Checks are those prescribed by the Maintenance Rev iew Board Report (MRBR).
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U_n_s_c_h_e_d_u_l_e_d_ _M_a_i_n_t_e_n_a_n_c_e_ _C_h_e_c_k_s_ (05-50-00) The Unscheduled Maintenance Checks section cov ers Maintenance Checks to be performed whenev er a flight in abnormal conditions has been reported by the flight crew. This section has been div ided into two categories of information : - Inspections - Checks
Q1 1 . WHICH CHAPTER OF THE AMM TELLS US ABOUT THE TIME LIMITS AND MAINTENANCE CHECKS? Chapter 00 Q1 2. LIST THE ATA CHAPTERS? AIRCRAFT GENERAL CHAPTER Time Limits/Maintenance Checks .......................... 5 Dimensions & Areas ...................................... 6 Lifting and Shoring ..................................... 7 Lev eling & Weighing ..................................... 8 Towing & Tax iing ........................................ 9 Parking & Mooring ....................................... 1 0 Placards & Markings ..................................... 1 1 Serv icing ............................................... 1 2 AIRFRAME SY STEMS Standard Practices - Airframe ........................... 20 Air Conditioning ........................................ 21 Auto Flight ............................................. 22 Communications .......................................... 23 Electrical Power ........................................ 24 Equipment/Furnishings ................................... 25 Fire Protection ......................................... 26 Flight Controls ......................................... 27 Fuel .................................................... 28 Hy draulic Power ......................................... 29 Ice & Rain Protection ................................... 30 Indicating/Recording Sy stems ............................ 31 Landing Gear ............................................ 32 Lights .................................................. 33 Nav igation .............................................. 34 Ox y gen .................................................. 35 Pneumatic ............................................... 36 Water/Waste ............................................. 38 Airborne Aux iliary Power ................................ 49 STRUCTURE Structures .............................................. 51
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Doors ................................................... 52 Fuselage ................................................ 53 Nacelles/Py lons ......................................... 54 Stabilizers ............................................. 55 Windows ................................................ 56 Wings ................................................... 57 POWER PLANT Standard Practices - Engines ............................ 7 0 Power Plant ............................................. 7 1 Engine .................................................. 7 2 Engine Fuel and Control ................................. 7 3 Ignition ................................................ 7 4 Air ..................................................... 7 5 Engine Controls ......................................... 7 6 Engine Indicating ....................................... 7 7 Ex haust ................................................. 7 8 Oil ..................................................... 7 9 Starting ................................................ 80
Q1 3. WHAT IS A CHAPTER BREAKDOWN POLICY ? Each Chapter/Sy stem is broken down into sections/subsy stems (combinations of functional/phy sical groups). Ex ample : - 29-00-00 - Hy draulic Power - General - 29-1 0-00 - Main - 29-20-00 Aux iliary 29-00-00 CHAPTER (hy draulic) 29-1 0-00 SECTION / SUBSY STEM (combinations of functional/phy sical groups). 29-1 1 -00 SUB-SUBSY STEM (main) 29-1 1 -1 1 SUBJECT (unit or component) Each Section/subsy stem is broken down into sub-subsy stems (Installations/Circuits). Ex ample : - 29-1 0-00 - Main - 29-1 1 -00 - Green Main Hy draulic Power - 29-1 2-00 - Blue Main Hy draulic Power - 29-1 3-00 - Y ellow Main Hy draulic Power Each sub-subsy stem is div ided into subjects. Each subject represents a unit or component. Ex ample :
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- 29-1 1 -00 - Green Main Hy draulic Power - 29-1 1 -1 1 - Green Assembly Reserv oir - 29-1 1 -1 2 - Hy draulic Reserv oir - 29-1 1 -1 3 - Green Hy draulic Pump N_O_T_E_ : The subjects 01 to 08 are used in the Illustrated Parts Catalog (IPC) only in order to split the subsubsy stems of the aircraft into zones. Q1 4. WHAT IS DTMSRAICAD? (D) Description and Operation Page 001 -099 (T) Trouble shooting (Refer to TSM) Page 1 01 -1 99 (M) Maintenance Practices Page 201 -299 (S) Serv icing Page 301 -399 (R) Remov al and Installation Page 401 -499 (A) Adjustment Tests Page 501 -599 (I) Inspection Checks Page 601 -699 (C) Cleaning and Painting Page 7 01 -7 99 (A) Approv ed Repairs Page 801 -899 (D) Deactiv ation and Reactiv ation Page 901 -999 N_O_T_E_ : When the quantity of pages for any one sub-heading will ex ceed 99 the nex t pages will be numbered : - 99, A00, A1 , A2, A3 etc... - 599, A500, A501 , A502, A503 etc...
Q1 5. Functional Item Numbers (FIN) Equipment on the aircraft is generally allocated a unique identifier known as a Functional Item Number (FIN). (2)Mechanical FIN Mechanical equipment is identified by 6 numerals, the first two are the ATA Chapter/Sy stem prefix and the last four the equipment number. A ty pical mechanical FIN is 27 1 1 98, where : 27 : ATA Chapter/Sy stem (Flight Controls in this ex ample) 1 1 98 : equipment number N_O_T_E_ : The third numeral may identify a specific sy stem to which an equipment belongs. e.g. 291 XXX = Hy draulic Sy stem - Green 292XXX = Hy draulic Sy stem - Blue
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293XXX = Hy draulic Sy stem - Y ellow
Q1 6. TY PES OF ADJUSTMENT TESTS? e)Adjustment/Test (A/T) (Pages 501 to 599) Test information is div ided into three categories - operational test, functional test, sy stem test. Below are definitions of the three categories : 1 _ Operational test This test is required to ascertain that an item (sy stem, subsy stem component) is fulfilling its intended purpose. It does not require quantitativ e tolerances and it can include readings using aircraft instruments. This test requires no special equipment or facilities other than that installed on the aircraft and is comparable to the tests performed by the flight crews. It is not intended that the operational test of the unit shall meet the specifications and tolerances ordinarily established for ov erhaul, or major maintenance periods. A test can be carried out where appropriate, with ground hy draulic, electrical and/or air conditioning connections made to the aircraft. 2_ Functional test This test is required to ascertain quantitativ ely that a sy stem or unit is functioning in all aspects in accordance with minimum acceptable sy stem or unit design specifications. This test may require supplemental ground support equipment and be more specific and detailed than an operational test. It contains all necessary information to perform proficiency tests to maintain sy stem or unit reliability at an acceptable lev el without reference to additional documents. 3_ Sy stem test This test contains all adjustment specifications and tolerances required to maintain sy stem and/or unit performance at max imum efficiency and design specifications. It is self-contained and may duplicate other tests.
Q1 7 . WHAT EFFECT OF OAT ON ENGINE THRUST? 1 . Reduced Ambient Temperature Thrust Increases With the reduced OAT the density of air rises thus increasing the weight of the air or the MAF. This will put the compressor under load and it will run at reduced RPM but at constant thrust. To maintain constant RPM, under this condition we need more fuel flow and thrust will increase. (Note that the MAF is also high) 2. Increased Ambient Temperature Thrust Decreases With the increased ambient temperature the density of air decreases thus decreasing the weight of the air or the MAF. This will put the compressor off-load and it will run at higher RPM and constant thrust. To maintain (decrease) the RPM to constant, we need to decrease the fuel flow. This will cause the thrust to drop. (Note that the MAF is also less).
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Q1 8. WHAT IS A HEAT ENGINE? WHAT ARE ITS TY PES? A heat engine is a dev ice which conv erts thermal energy into mechanical output. Gas Turbine Engines are simple heat engines that conv ert heat energy of fuel into mechanical work. Q1 9. WHAT ARE ANTI-STALL DEV ICES? V BV , V SV , Twin Spool, IGV s, Bleed v alv es
Q20. HOW DOES V BV s AND V SV s WORK? WHAT IS THE FEEDBACK OF THEIR OPERATION? V BV s and V SV s work automatically and in relation with each other. At high power setting when there is a need of more airflow the V BV s are closed so as to prov ide as much of the airflow to the rear compressor stages as it can while the V SV are at their optimum angle (open) to facilitate the airflow to the later stages. But at low power settings V BV s are open to bleed off the ex cessiv e airflow to av oid surging and V SV s are closed (means at the zero degrees of their angle). Q21 . WHAT IS A RAM JET, PULSE JET AND ROCKET MOTOR? HOW DO THEY WORK? Ram Jet, Pulse Jet and Rocket motors are not gas turbine engines but they work on the same principle that is the reaction propulsion. They could be called members of reaction family engines. Ram Jet: Ram jet is the simplest jet engine and does not hav e any mov ing parts. It is only a large open-ended piece of pipe with a fuel injection and fuel metering sy stem. Ram jet relies upon the ram effect to build up the pressure of the air entering the engine to the amount that will enable the engine to operate. Hence a Ram jet must be carried aloft and accelerated to operating speed by some means other than its own thrust. It may ride piggy -back on a rocket to operational altitude or it may be borne to the proper height and speed as a dropable ex ternal store on a conv entional airplane, which might be the case for an air-to-air and air-to-ground ram-jet missile. It is a breathtaking engine. Pulse Jet: A pulsejet is a ramjet with an air inlet which is prov ided with a set of shutters that is spring loaded to remain in the closed position. After a pulse jet is launched, ram air pressure forces the shutters to open, fuel is injected into the combustion chamber, and is burned. Ignition is intermittent and goes on and off as the shutters open and close. The gases produced by combustion are forced out of the jet nozzle by the pressure that has build up within the combustion chamber. The acceleration of the gases through the nozzle generates thrust. When the pressure in the combustion chamber is less than the ram pressure the shutters open admitting more air and the cy cle repeats itself. Pulse jets may be started and operated at a considerably lower speeds than Ramjets, and it is possible to design a Pulse jet that would hardly require any initial v elocity . Pulse Jet was used as Buzz Bombs by the Germans in the second world war. It is a breathtaking engine. Rocket Motor: A rocket motor or a rocket operates on jet propulsion principle and carries its own fuel and an ox idizer to burn with the fuel within itself or aboard the v ehicle that the rocket propels. A rocket motor is not
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a breathtaking engine and can operate in complete independence in outer space.The fuel and the ox idizing agent together, constitute the propellant. Solid fuel or propellant, motors carry the propellants stored in their combustion chamber, while in case of liquid propellant, it may be stored in tanks that is piped to the combustion chamber. Q22. FUNCTIONS OF NOSE COWL. First, it must be able to recov er as much of the total pressure of the free airstream as possible and deliv er this pressure to the front of the compressor with minimum loss. Secondly , it must deliv er air to the compressor inlet under all flight conditions with as little turbulence and pressure v ariation as possible. Also, it must hold minimum drag, which it itself creates. Q23. WHAT IS THE PURPOSE OF A COMPRESSOR? HOW DOES IT WORKS? Purpose of compressor is the compression of air. Because mix ing of fuel with uncompressed air will not create enough ex pansion of the gases to do any useful work for the engine operation. A compressor stage consists of a set of rotating blades called rotor followed by a set of stationary blades called stator. What the rotors do, they speed up the air going through the engine, while the stators they actually slow down the air. What happens is the transfer of v elocity energy into pressure energy . Q24. TY PES OF COMBUSTION CHAMBERS? Can Ty pe combustion chamber (Small Turbo-props) Annular Ty pe (Large Turbo-fan engines) Can Annular Q25. STATE THE ADV ANTAGES OF CAN, ANNULAR AND CAN-ANNULAR TY PE COMBUSTION CHAMBERS? Can Ty pe: 1 . Structural strength (Due to smaller size and lesser diameter) 2. Light weight structure 3. Indiv idual units can be remov ed from the engine for inspection. 4. Use on centrifugal compressor ty pe engines. Disadv antages - Due to their shorter dia, they are made larger in length. Improper gas distribution on the face of the turbine. Annular: 1 . It uses limited space without any increase in length or dia. 2. Better mix ing of fuel and air within a relativ ely simple structure. 3. Proper distribution of hot gases at the face of the turbine. 4. Use in high by pass turbo-fan engines Disadv antages Fuel spray patterns with the combustors are difficult to achiev e. Degradation within the combustor liners require a major engine disassembly to rectify . Can-Annular: 1 . It is more efficient in respect of power output.
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2. Also the length of cans is reduced. 3. Easy remov al of cans from the engine without major disassembly for inspection or repair. 4. Use on large turbo-jet & turbo-fan engines. Q26. WHAT DO WE DO IN THE COCKPIT BEFORE AN ENGINE REMOV AL? We pull out the squib CB and pull the fire handle. The fire handle is pulled so that no fuel or hy draulic or electrical supply be av ailable to the engine, and Squib CB is pulled so that fire bottle be not discharged on pulling the fire handle. Q27 . WHY AN AIRCRAFT IS INTO THE WIND FOR RUNUP? ALSO ITS EFFECTS ON ENGINE PARAMETERS? An aircraft is faced to the wind direction for run-up because: 1. max imum amount of mass of airflow is av ailable through the Ram pressure for the engine.
EPR will increase N1 & N2 RPM N1 and N2 Rpm will be within the operators designed limits for normal operation and the difference between the speed of two compressors will not be greater EGT will be within the operators designed limits for normal operation
2. also if an engine is tested in tail wind there is probably a chance of ex haust gas ingestion through the intake again and will lead the engine to surge. EPR will decrease
N1 & N2 RPM N1 and N2 will be offloaded due to warmer air ingestion that has a lesser density and lesser MAF, but the difference between their speed will be much greater. EGT 3. will ex perience an abnormal rise.
Rev erse wind-milling may also happen if engine is tested in the tail wind.
Q28. SAFETY PRECAUTIONS OF ENGINE RUN-UP? Safety precautions Anti-collision beacons must be switched on throughout the engine ground run Aircraft maintenance organisations must ensure that all personnel, equipment and cargo is well clear of the rear of the aircraft during an engine ground run A superv isor must be appointed ov er the engine ground run to ensure the safety of the operation and all airside users in the v icinity . The engine ground run must be stopped immediately if a dangerous situation arises To improv e v isibility for airside driv ers, all ground serv ice equipment must be mov ed well away from the aircraft during the operation Before commencement of aircraft ground run activ ity at Site 1 (Terminal and Freight Apron areas), warning signs must be placed on the edge of the Apron Serv ice Road directly behind each aircraft wing tip to warn other apron users that aircraft ground run activ ity is in progress.
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The signs should state, Caution: Engine Ground Run in Progress. Engine ground run signs must be remov ed immediately following the end of the aircraft ground run activ ity to signal to apron users that it is safe to pass behind the aircraft. Q29. WHAT ARE THE REQUIREMENTS OF A MAINTENANCE ORGANIZATION COMMENCING A GROUND RUN? Requirements of Maintenance Organisations To ensure that appropriate maintenance personnel are aware of the ground running sites, and of the conditions relating to their use, the maintenance organisation must take such steps as necessary to publish details of the sites and procedures in whatev er form of internal documentation is most appropriate. A copy of all documentation must be supplied to the Airside Standards Superv isor. Maintenance organisations must ensure the person towing an aircraft to a ground running location is a holder of a current Airside Driv er Authority Lev el 3 and the v ehicle has a current Authority for Airside Use (Airside V ehicle Permit). Q30. WHAT IS THE DIFFERENCE BETWEEN DRY MOTORING AND WET MOTORING? In dry motoring we run the HPC v ia bleed through the APU to the starter. In wet motoring we do the same but with HP fuel v alv e open for not more than 30 seconds to pressurize the fuel lines and thus do a leak check. Q31 . WHY DO WE DO A DRY MOTORING? To clear off any accumulated fuel to clear off an engine after failed attempt to normal start. Q32. WHAT IS MAXIMUM MOTORING SPEED? The max imum motoring speed is defined as the rate of increase in N2 rpm is less than 1 % in approx imately 5 seconds. Q33. AT WHAT N2 SPEED DOES THE STARTER CUTS OUT? 45-47 % rpm. Q34. IN CASE OF FIRE INDICATION (INTERNAL ENGINE FIRE OR TAIL PIPE FIRE) WHEN DO WE OPERATE FIRE EXTINGUISHER? DRY MOTOR THE ENGINE TO EXTINGUISH AN INTERNAL ENGINE FIRE OR TAILPIPE FIRE. USE A FIRE EXTINGUISHER ON THESE FIRES ONLY IF THE DRY MOTOR CANNOT CONTROL OR EXTINGUISH THE FIRE. THE ENGINE WILL BE DAMAGED IF A FIRE EXTINGUSHER IS USED, AND Y OU MUST REMOV E THE ENGINE Q35. WHY DO WE GIV E A TIME OF 5 MINUTES AT IDLE BEFORE ENGINE SHUT DOWN? Because turbine case and turbine rotor do not cool at the same rate after shut down. The turbine case that cools faster may shrink down on the on the rotating turbine blades, if the engine is too hot. In ex treme cases the blades squeal and sieze. Q36. CAN ENGINE OPERATION WITH OPEN COWLS BE DONE TO OPERATE THRUST REV ERSERS? No
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Q37 . WHAT DETERMINES EPR OR N1 BEFORE A FLIGHT FOR TAKE-OFF, CLIMB & CRUISE AND DESCENT? WHAT FACTORS ARE TAKEN INTO CONSIDERATION? The required EPR is determined by the flight operations just before the flight consulting a Flight Manual or Operation Manual. The factors are considered are as follows: Aircraft Ty pe Engine Ty pes Outside Air Temperature Wind Direction Runway selected Humidity Altitude Pay Load (Cargo, Passenger and Fuel)
Q.38. IN CASE OF A TURBO PROP, IN WHICH RANGE IS THE POWER CONTROL LEV ER CONTROLLED MANUALLY ? In Beta range, which is used for ground handling and in-flight approach. At all other times a constant propeller speed is maintained automatically by the PCU for any giv en Propeller control lev er setting. Q39. WHAT WILL Y OU DO AFTER ENGINE FIRE BOTTLE DISCHARGE? Washing with engine being dry motored and water with detergent Zok-27 spray ed at the inlet.
Q40. FROM INTAKE TO EXHAUSTWHAT HAPPENS WITH THE AIR? Air Intake: Well, speaking in subsonic terms, when air enters the intake it is diffused due to the div ergent shape of the intake where its v elocity is decreased along with an increase in the static pressure. Compressor: After it enters the compressor a continuous steady rise in the pressure is witnessed but as compared to the compressor inlet and outlet there is a slight decrease in pressure due to frictional losses. Then there is a steady decrease in the v elocity through the compressor, though the ax ial v elocity is maintained constant. Diffuser: The air then enters the diffuser. It has a div ergent shape and due to this shape the static pressure rises while the v elocity is further decreased so that it could sustain the flame in the combustion chamber. Combustion Chamber: Combustion occurs at constant Pressure. Though practically a slight decrease in pressure has been observ ed due to air friction and turbulence. The v elocity keeps on decreasing here. The temperature is at its highest in the Primary section of combustion chamber. The outlet of a combustion chamber is conv ergent in shape and this is to prov ide ex pansion as the air leav es the combustion chamber following with an increase in v elocity . NGV s: There is a sudden ex pansion of gasses as they pass through the nozzle guide v anes where the v elocity is at its highest. Turbine: After the NGV as the air passes on the turbine a large drop in pressure occurs as the pressure energy is conv erted into mechanical work. Similarly V elocity drops as the Kinetic energy is again conv erted into mechanical work, and also the Temperature drop occurs as heat energy is again conv erted into mechanical
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work. Ex haust: After the turbine the gas passes through the ex haust section where the Pressure in the ex haust duct drops slightly due to frictional losses and a further drop in pressure occurs in the propelling nozzle where the pressure energy is conv erted into Kinetic energy . Here the v elocity highly increases and the temperature drops. After the air leav es the Q41 INSPECTION SEQUENCE? To permit simultaneous inspection of sev eral areas of the aircraft the inspection has been div ided into a number of _Packages_. The inspections are div ided into three phases : - Phase 1 : is a general inspection for primary damage and indications of remote damage and is mainly ex ternal. - Phase 2 : is a more detailed inspection and is mainly internal. Some component remov al may be called up. - Phase 3 : is a v ery detailed inspection inv olv ing component remov al and strip down.
Q42. WHAT IS MAXIMUM POWER ASSURANCE TEST? STATE ITS PURPOSE? WHEN DOES A POWER ASSURANCE TEST BECOMES MANDATORY ? AMM 7 1 -00-00 (3) Power assurance check. Power assurance check is a functional test It determines that the engine can go to takeoff power while the EGT and engine RPM stay in operation limits. This test is not performed to accept or reject an engine
This check becomes necessary after engine maintenance that could change engine operation, like after engine installation, modular installation etc. This check compares engine performance to other power assurance runs. The difference in power assurance run data tells y ou if there are large changes in engine operation margin and if the margin where the engine operates is permitted. (a)The function of the power assurance check is to make sure that the engine can go to takeoff power while the EGT and N2 speed stay in operation limits. Do this check after engine maintenance occurs that could change engine operation. This check compares engine performance to other power assurance runs. The difference in power assurance run data tells y ou if there are large changes in engine operation margin and if the margin
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where the engine operates is permitted. The check can also ex amine flight crew concerns. (b)Because a power assurance run is usually not sufficiently stable, other quality check procedures can giv e a more accurate estimate of margin. These other quality checks include a test stand run as giv en in the Engine Manual, and/or rev iew of flight data receiv ed during takeoff and analy sis done with algorithms from the OEM. The Power Assurance Check is not a good test for the performance analy sis of the engine. Do not use only the Power Assurance Check to accept or reject an engine. The Power Assurance run is usually not sufficiently stable to accurately calculate the engines health. Y ou can get a more reliable performance analy sis by doing a test cell operation or on-wing performance trend monitoring.
Q43. CAN RECOMMENDED GRADE OF FUEL BE MIXED? Y es Q44. CAN ALL OF THE FUEL BE TRANSFERRED FROM ONE FUEL TANK TO ANOTHER DURING FLIGHT? No Q45. CAN OIL OF DIFFERENT GRADES BE MIXED? No Q46. WHAT IS ENGINE TRIMMING? AND WHY IS IT DONE? The fuel control adjustment is called engine trimming. It is done because at the time of manufacture there are manufacturing tolerances due to which two engines may produce different lev el of thrust at the same RPM setting. So by adjusting the fuel control the Thrust is maintained the same with a slight change in the RPM. Q47 . WHAT IS ENGINE TRIM SPEED? IS TRIM SPEED AND DATA PLATE SPEED IS SAME? The adjusted compressor RPM , corrected to standard day conditions at seal lev el is known as the engine trim speed. This is done by an adjustment on the fuel control that gov erns the N2 speed. Y es, both are same. Data plate speed is determined at the time of the manufacture when the engines are adjusted to produce their ex act rated thrust on calibrated engine test stand. Data plate speed is then stamped on engine data-plate in terms of both actual RPM and percent RPM. Q48. WHAT IS ENGRAV ED ON ENGINE DATA PLATE? AND WHERE IS IT INSTALLED ON AN ENGINE? 1. 2. 3. 4. Engine Trim Speed Engine Gross weight Engine Serial Number Engine Rated Thrust
Q49. WHAT IS SHUNT? Shunt is installed to giv e a false EGT signal

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Q50. WHAT IS FLAT RATE CORNER POINT? Flat rate corner point in flat rated engines is the OAT limit after which the Thrust will tend to fall, we cannot increase the Thrust or the EGT will go bey ond its limit. EGT though becomes constant after this point. Q51 . WHAT ARE THE POSSIBLE CAUSES & EFFECTS OF A HUNG AND A HOT START? Hung Start: 1 . Inadequate bleed pressure to the starter. 2. A faulty starter 3. Ceased Main engine bearing. 4. Inadequate fuel flow. 5. Abnormal signals to FCU of CIT (high CIT), BP (high burner Pressure signal), Ambient Pressure (Low ambient pressure). Effects: Deterioration of the Starter
Hot Start: 1 . Accumulated fuel in the combustion chamber. 2. Faulty fuel nozzles. Effects: Deterioration of the NGV s and the Turbine area.
Q52. WHAT IS TAKE OFF THRUST? This is the max imum thrust that can be used without ov er boasting the engine. This rating is normally continued to only 5 minutes time period and is to be used for take-off only . Q53. WHAT IS MAXIMUM CONTINEOUS? This is the max imum thrust that may be used continuously and is primarily intended for emergency use at the discretion of the captain. Q54. WHAT IS IDLE? It is not a thrust rating, but a thrust lev er position obtained by fully retarding the thrust lev er. Minimum thrust suitable for ground operation is called ground idle and that in air is called flight idle. Q55. WHAT ARE THE COMPRESSOR SURGE PARAMETERS? EPR, EGT & RPM Q56. WHAT IS FOG? V isibility of less than 3280 ft due to moisture. Q57 . IS ENGINE OPERATION WITH HINGED COWL IS PERMISSIBLE? Y es it is permissible but its is normally done with closed cowls. Q58. IN WHICH ENGINE OPERATION MODE, THE ENGINE EXPERIENCES THE MAXIMUM MATERIAL AND THERMAL STRESSES?
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During Thrust rev erser mode, because it is during when the gas flow moment is changed against it course Q59. WHERE IS AN ENGINE DATA-PLATE LOCATED? WHAT ARE THE PARTICULARS OF ENGINE DATAPLATE? Data-Plate is located on the left side of the fan frame. Fan frame denotes the actual engine TY PE CERTIFICATE Engine MODEL # CF680-C2A8 RATING T/O THRUST 57 860 MAX. CONT. THRUST 48080 FRENCH CERTIFICATE M/1 M1 3 SERIAL # 695-408
Q60. WHAT SENSE GOES TO MEC THAT ENABLES TO OPEN AND CLOSE V BV AND V SV ? During high thrust operation, the burner pressure will be sensed low by the MEC and it will signal the V BV to close and V SV to open, but in low thrust operation mode, the burner pressure will be sensed high by the MEC and it will signal V BV to open and V SV towards close. Q61 . MEC SIGNALS V SV OR V BV TO CLOSE OR OPEN? MEC signals V SV to close or open, which is linked with the V BV . V BV itself doesnt receiv e signal directly from the MEC Q62. WHAT IS NORMALLY THE POSITION OF V BV ON GROUND OR WHEN THE ENGINE IS SHUTTED OFF? Its position is towards open, because on ground there is a low thrust operation mode, so the air is being bled off v ia V BV and when the engine is stopped the position of V BV remain the same that is in open. Q63. WHERE IS FUEL USED IN ENGINE? 1 . for ignition in the fuel nozzles 2. For cooling in the fuel oil heat ex changer 3. For the operation of MEC 4. For the hy draulic actuation of V SV Q64. WHAT ARE THE UNITS OF V BV ON TEST BENCH AND V SV s?
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V BV v olt DC V SV in degrees and v olts Q65. TREND MONITERING (ETMS Engine Trend Monitering Software) SOFTWARE IN TSE-LM SAGE Sy stem Analy sis for Gas Turbine Engine Q66. THROUGH WHICH PORTS DO Y OU DO THE BSI OF 1 ST STAGE NGV ? Through ports in Combustion Chamber. Q67 . How one can reduce / optimize Engine Maintenance Cost per Flight Hour? There are four basic parameters to calculate sev erity factor, in order to calculate true Engine Maintenance Cost: 1 . Annual Utilization-EFH, EFC 2. Av erage OAT 3. EFH:EFC Ratio 4. %age Derate
Q68. V BV IS AN ANTI-STALL DEV ICE, BUT WHEN IT DUMPS THE MAFIT DECREASES WITH AN INCREASE IN ANGLE OF ATTACKTHIS SHALL TAKE THE ENGINE TO STALL, THEN WHY IS IT CALLED AN ANTI STALL DEV ICE? Actually when it dumps the almost air or mass of airflow, more air rushes into the engine compressor thus increasing the v elocity of airnow with an increase in v elocity the angle of attack decreases taking away the engine compressor from stall. Q69. What is important for the weight calculation of Jet A-1 fuel? A. When weight is to be measured than the specific grav ity of the fuel on that particular day considering the pressure and temperature must be known. Q7 0. Why is a turbo-prop inefficient at height as abov e as 30000 to 35000 ft?? The higher y ou go, the faster y ou must go to maintain the same lift because of air thinning. Now if y ou want to go faster, y ou need to push around air with more thrust. But y ou can't just turn the prop faster, as a prop tip speed at the speed of sound induces wav e drag which dramatically reduces thrust. ... Y ou'll need to add more blades to the prop. The more blades y ou add, the more y our prop will look like a fan. This is where y ou find a prop fan design. The higher/faster y ou want to go, the more blades y ou add. At some point, y ou might as well cowl the blades of y our 'prop' to increase the air speed, reduce noise and increase the compression of the blades. Now y ou hav e a turbo fan. Y ou will need to add more blades to the prop. The more blades y ou add, the more y our prop will look like a fan. This is where y ou find a prop fan design. The high / faster y ou want to go, the more blades y ou add, at some stage , y ou might as well coel the blades of y our prop to increase the speed, reduce noise and increase the compression of the blades. Now y ou hav e a
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turbo-fan. Q7 1 . IN GROTOR TY PE OF PUMPS, WHICH GEAR HAS MORE TEETH? Internal Gear Q7 2. WHAT IS THE DIFFERENCE BETWEEN PACKING AND SEALS? Seals are used in stationary parts and packings are used in rotary parts. Q7 3. GEAE CWC stands for: Customer Web Center Ty pes of GEAE SBs? 1. 2. 3. 4. 5. Spare parts Standard Alert Other N/A
Q.7 4 WHAT ARE THE CATEGORIES OF SBs? 0-9 Categories Q7 5. TY PES OF BEARINGS Ball bearing: takes thrust and radial loads. It has lesser friction due to point contact Rollar bearing: takes radial load only . It has relativ ely more friction due to line contact. Tapered bearing are roller bearings. Q7 6. CLASSIFICATION OF BEARINGS? One dot Two dot Three dot
Q7 7 . PRIMARY MAINTENANCE 1. 2. 3. Hard time maintenance (Prev entativ e) On-condition (Prev entativ e) Condition monitoring (Trend)
Q7 8. WHAT IS HARD TIME MAINTENANCE? A.

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PRIMARY MAINTENANCE | ---------------------------------------------------------------------------------| Preventative | -------------------------------------------------------------------| | Hard Time On-condition | Trend | | | Condition Monitoring
| Engine Health Monitoring: Follow ing Parameters -Engine Oil sy stems -Engine airborne v ibration monitoring -Boroscope inspections
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Oral Basic Gas Turbine - AME

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Oral Basic Gas Turbine - Aircraft Maintenance Engineering

AIRCRAFT MAINTENANCE ENGINEERING

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

(h ttp://en .wi ki pedi a.org/wi ki /Pressu re)

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

dev eloped into the ideal gas law

TEMPERATURE: It is the degree of hotness or coldness of a body . TEMPERATURE SCALES:

Marks Min Max Parts Conversion Celsius Fahrenheit

Degree Celsius 0 1 00 1 00 Degree Celsius

Degree Fahrenheit 32 21 2 1 80 Degree Fahrenheit 5/9 (F-32)

Degree Kelv in 27 3 37 3 1 00 Degree Kelv in +27 3 +27 3

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

The mathematical equation that describes this relationship is:[2 ]

e=density , A=Area, V =V elocity .

(h ttp://en .wi ki pedi a.org/wi ki /George_Bray ton )

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

Mass of Airflow: Thrust increases with the increase in MAF

Altitude: Thrust decreases with increasing altitude.

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

Commonly Asked Questions:

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

9. CHECK AIRCRAFT STABILITY . 05-57 -00

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

293XXX = Hy draulic Sy stem - Y ellow

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

Q49. WHAT IS SHUNT? Shunt is installed to giv e a false EGT signal

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

Q7 8. WHAT IS HARD TIME MAINTENANCE? A.

Oral Basic Gas Turbine - Aircraft Maintenance Engineering

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