BAN751 ANSWER KEY

Part-A
1.Distinguish back-firing and after-firing.
Backing firing occurs during starting of a cold engine because of poor combustion. The F/A
mixture is still burning at the time the intake valve opens, and the flame burns back through the
intake valve. This sometimes causes a fire in the induction system.
A condition in which too much fuel has been sent into the cylinder of a reciprocating engine. As
a result, some of thefuel is still burning when it is forced out. This fuel continues burning in the e
xhaust system. Also called torching.

2. What are the methods and purpose of the preliminary visual inspection?

Visual inspection is accomplished by direct examination and with the use of magnifying glass. In
both case a strong light should be used to reveal the defects. Visual inspection reveals cracks,
corrosion, nicks, scratches, galling, scoring and other disturbances. Parts that are damaged
beyond repair should be discarded and marked. So that they will not be reused.

3. What is mean by blade cuffs?

A fairing of suitable airfoil shape used to cover the shanks of propeller blades in order to reduce
the aerodynamic losses.

4. State the reasons for propeller balancing.

Propeller unbalance, which is a source of vibration in an aircraft, may be either static or
dynamic. Propeller static imbalance occurs when the center of gravity (CG) of the propeller does
not coincide with the axis of rotation. Dynamic unbalance results when the CG of similar
propeller elements, such as blades or counterweights, does not follow in the same plane of
rotation. Since the length of the propeller assembly along the engine crankshaft is short in
comparison to its diameter, and since the blades are secured to the hub so they lie in the same
plane perpendicular to the running axis, the dynamic unbalance resulting from improper mass
distribution is negligible, provided the track tolerance requirements are met. Another type of
propeller unbalance, aerodynamic unbalance, results when the thrust (or pull) of the blades is
unequal. This type of unbalance can be largely eliminated by checking blade contour and blade
angle setting.

5. Describe the condition known as blade shingling.

Fan blade shingling is the overlapping of the mid-span shrouds of the fan blades. When fan
blades of a rotating fan encounter the resistance which forces them sideways an appreciable
distance, shingling will take place.

6.Name the events in which special inspections are carried out to in GTE:
1. Foreign object ingestion
2. Bird ingestion
3. Ice-ingestion
4. Over- limit operation
5. Excessive G loads and
6. Any other event that could cause internal or external engine damage.

7. State the methods followed in ‘Non Destructive testing’?

Engine parts are structurally inspected by the following methods
1. Magnetic particle testing
2. Liquid penetrant inspection
3. Eddy current inspection
4. Ultrasonic inspection
5. Radiography inspection

8.List the different types of fuel spray nozzle.

1. Simplex nozzle 2. Variable port nozzle 3. Duplex nozzle
4. Spill type nozzle 5. Air spray nozzle

9. Describe gas-turbine starter.

Gas turbine starter is used for some jet engines and it is completely self contained. It has its own
fuel and ignition system, starting system, (electric or hydraulic) a self contained oil system. This
type of starter is economical to operate and provides high power output for a comparatively low
weight.

10.At what engine speed does the starter system disengage in a jet engine?
The starter is coupled to the engine through a reduction gear and ratchet mechanism or clutch,
which automatically disengages after the engine has reached a self-sustaining speed.

Part-B
11.a) Compression testing of piston engine cylinder
The purpose of testing the cylinder compression is to determine the internal condition of the
combustion chamber by ascertaining any appreciable leakage is occurring.

TYPES OF COMPRESSION TESTERS

1. Direct compression tester
2. Differential- pressure tester
DIRECT COMPRESSION TESTER
Record all readings and compare to specifications. It indicates the actual
pressure in the cylinder.
1. DRY COMPRESSION CHECK
2. WET COMPRESSION CHECK
Procedure:
1. Warm up the engine and shut it down.
2. Remove the spark plug as soon as possible.
3. Rotate the engine with a starter to expel any excess oil or loose carbons.
4. Install tester in one of the cylinder.
5. Using engine starter, rotate the engine three revolutions and note the
reading. (External power source e.g. battery can be used to run engine
starter.
6. Compare the readings with each other. Any cylinder having
approximately 15 psi lower than the other should be suspected defective.
WET COMPRESSION CHECK
1. A wet compression check should be done on defective cylinder to find
out the problematic area.
2. Squeeze oil or throw oil into the cylinder having low pressure reading
3. With the compression tester gauge re check the pressure.
4. If the compression gauge reading goes up while oiling the cylinder
indicating problem in piston rings or wall of the cylinder.
5. If the readings remain same then valve or cylinder head gasket having the problem.
DIFFERENTIAL- PRESSURE TESTER
To check the compression of a/c engine by measuring the leakage through the cylinder that
is caused by worn or damaged components.
PRINCIPLE
The regulator air pressure is applied to one side of the orifice with
the air valve closed and no leakage on the other side of the orifice, and then both the pr.
gauge will read the same. When the air valve is opened the leakage through the cylinder
increases. The cylinder pr. gauge will record a proportionally low reading.
PROCEDURE
1. Warm up the engine and shut it down.
2. Remove the spark plug as soon as possible.
3. With the air valve closed apply an external source of clean air approx.
100-120 psi
4. Install an adapter in the spark plug bushing and connect the compression tester to one of
the cylinder.5. Adjust the pressure regulator gauge to 80 psi; at this the cylinder pr
gauge should also register 80 psi.
6. Now turn the crankshaft by hand in the direction of rotation until the
piston is coming up on its compression stroke.
7. Open air valve and pressurize the cylinder to approx. 20 psi
8. Continue rotating the engine against the pressure until the piston reaches the TDC.
9. Open the air valve completely. Check the regulated pr and adjust, if
necessary to 80 psi.
10. Observe the pressure indication on cylinder pr gauge
11. Compare the cylinder pr. Gauge with regulator pr. Gauge
12. The difference between the cylinder pr. and pr. of regulator pressure
gauge is the amount of leakage through the cylinder
13. If the leakage is more than 25% go for the wet test.
PROBLEMATIC AREA (when leakage occurs)
1. Air is leaking through crank case breather (leakage around the piston
rings or hole in the piston)
1. Air leaking from the valve because of the carbon piece (can be hear air exiting from
the exhaust stacks)
11.b)Inspection details Piston Engine Components:
12.a) Constant speed propellers:
Single-Engine
Oil pressure from the governor usually increases blade pitch and centrifugal and aerodynamic
pitching moments decrease blade pitch.
Multi-Engine
Oil pressure from the governor decreases blade pitch while centrifugal force acting on
counterweights increases blade pitch.

Pitch Change Mechanism:

Propeller Conveyor

12.b) i)Major components of Propeller:

ii) Blade terminology:
iii)Blade eometry:

13.a)Pressure Injection Carburetor:

The basic principles of the pressure injection carburetor can be explained that mass air flow is utilized to
regulate the pressure of fuel to a metering system which in turn governs the fuel flow. The carburetor
increases the fuel flow in proportion to mass air flow and maintains a correct F/A ratio in accordance with
the throttle and mixture settings of the carburetor

Pressure carburetors do have some advantages over float-type carburetors, they operate during all types of
flight maneuvers (including aerobatics), and carburetor icing is less of a problem.

The main parts of a pressure injection carburetor system: 1. The throttle unit,

2. The regulator unit, 3. The fuel control unit.

When the carburetor is operating, the air flows the air flows through the throttle unit. At the entrance to
the air passage are impact tubes which develop a pressure proportional to the velocity of the incoming air.
This pressure is applied to chamber A in the regulator unit. As the air flows through the venturi, a reduced
pressure is developed in accordance with the velocity of the air flow. The reduced pressure is applied to
chamber B in the regulator unit. The high pressure in chamber A and the low pressure in chamber B will
create a differential pressure across the diaphragm between the two chambers. The force of this pressure
differential is called the Air Metering force, and as this force increases it opens the poppet valve and
allows fuel under pressure from the fuel pump to flow into chamber D. This unmetered fuel exerts force
on the diaphragm between chamber D and chamber C and thus tends to close the poppet valve. The fuel
flows through one or more metering jets in the fuel control unit and then to the discharge nozzle.
Chamber C of the regulator unit is connected to the output of the fuel control unit to provide metered fuel
pressure to act against the diaphragm between chamber C and D. Thus, unmetered fuel pressure acts
against the D side of the diaphragm, and metered fuel pressure acts against the chamber C side. The fuel
pressure differential produces a force called the fuel metering force. When the throttle opening is
increased, the air flow through the carburetor is increased and the pressure in the venturi is increased. So
the pressure in chamber B is lowered, the impact pressure to chamber is increased, and the diaphragm
between chambers A & B moves to the right because of the differential pressure. (Air metering force)
This movement opens the poppet valve and allows more fuel to flow into chamber D. This increases
pressure in chamber D and tends to move the diaphragm and poppet valve to the left against the air
metering force, however this movement is modified by the pressure of metered fuel in chamber C. The
pressure differential between chamber C & D (fuel metering force) is balanced against the air metering
force at all times when the engine is operating at a given setting. C The chamber pressure is established
approximately 5psi by the springloaded, diaphragm-operated main discharge nozzle valve. This valve
prevents leakage from the nozzle when the engine is not running.

13.b) A typical airline may designate standard service operations and inspections by such names
as “No. 1 service, No. 2 service, “A” check, “B” check “No. 1 service: It is performed by station
personnel each time the airplane lands or after several landings. The service will include
correction of critical log items as well as regular service (fuel and resupply), and a walk around
inspection.
“No. 2 service: Review of the flight log and cabin log, check of engine oil quantity, visual
inspection of the engine with cowls open. “A” check: It is performed after approximately 100hrs
of operation. Inspection and service related to the engine are as follows. 1. Fill oil tanks and enter
the quarts added for each engine in the inspection records. 2. Service the constant- speed drive as
required. 3. Check engine inlet, cowling, and pylon for damage, irregularities, and leakage.
4. Inspect the engine exhaust section for damage using a strong inspection light and note the
condition of rear turbine. 5. Check the thrust- reverser ejector and reverser buckets for security
and damage. 6. Check the reverser system, with ejectors extended, for cracks, buckling, and
damage.

14.a) CONDITIONING MONITORING:

Aviation maintenance and operations groups are continually striving to improve the reliability of
the gas turbine engines and, at the same time reduce operating cost by monitoring engine
performance through trend analysis. Trend analysis involves the recording and analysis of gas
turbine engine performance and certain mechanical parameters over a period of time. The
primary aim of trend analysis is to provide a means of detecting significant changes in the
performance parameters resulting from changes in mechanical condition of the engine A gas
turbine engine operates with various performance parameters at steady state condition. Once the
initial relationships have been established for the various parameters, a specific change will not
vary significantly from this calibration unless some external force affects it. Thus, abnormal
performance of an engine will be indicated by parameter relationships deviating from the norm.
Data collection methods will vary depending on whether the data are collected manually or by an
onboard computer. Data should be collected at regular intervals. Variable loads extracted from
the engine, such as generator, hydraulic, air conditioning, and bleed air, will have an effect
on trend accuracy. To minimize these effects, each time a set of reading is taken, with regard to
altitude and power. To reduce fluctuations in the data, ensure that the engine parameters are
stabilized before taking the data readings. Condition monitoring devices are designed to give an
indication of any engine deterioration at the earliest possible stage. This facilitates quick
diagnosis which can be followed by either further monitoring or immediate action on the
problem. Condition monitoring devices and equipment can be categorized into the areas of flight
recorders and ground indicators.
14.b) State and explain in detail about the instruments used during Non routine inspections.
During the operation of the gas turbine engine, various events may occur which cause the engine
to require immediate special inspection to determine whether the engine has been damaged and
what corrective actions must be taken. Among some of the events which require special
inspections are foreign object injection, bird ingestion, ice ingestion, over limit operation
(temperature and rpm), excessive “G” loads, and any other event that could cause internal and
external engine damage. Instruments used for Non routine inspections
a. Borescope
b. Fiberscope
c. Electronic imaging
BORESCOPE
The borescope was used for examining the insides of cylinder bores on reciprocating engine and
is now extensively used on turbine engines. The borescope is a rigid instrument that may be
compared with a small periscope. At the one end is an eye piece with one or more lenses
attached to the light carrying tube. At the end of the tube are a mirror, a lens, and strong light.
The tube is inserted through engine borescope ports located in the engine case at points
necessary to allow for examination of all critical areas inside the engine. The ports are normally
closed. When the borescope inspections are to be performed, the technician should identify the
plugs which are removed to be sure that they are reinstalled in the same ports.
FIBERSCOPE
A variation of the rigid borescope is the fiberscope. The flexible fiberscope has a controllable
bending section near the tip so that the observer can direct the scope after it has been inserted
into an engine inspection port. The bending action allows the fiberscope to scan the area inside
the engine once inside the port. Many times it is necessary to inspect around the corners inside
the engine when no inspection entry port is available to allow a direct line of sight.
ELECTRONIC IMAGING
A new imaging technique, Electronic imaging, is able to produce sharp, true-color, magnified
images that can be seen on a video monitor. One such system is the video- probe 2000.
A video imaging system includes an inspection probe, a video processor, and a video monitor for
displaying the image. The system uses a tiny charged coupled device (CCD) sensor in the tip of
the probe. The CCD sensor acts like a miniature TV camera to transmit the image electronically
to a video monitor. First light is transmitted to the inspection area, either by light emitting diodes
or by fiber –optic light guides. A fixed focus lens in the tip of the probe gathers reflected light
from the area and directs it to the surface of the CCD sensor. The signal then travels down the
length of the probe through amplifiers. The video processor receives the signal, digitizes it,
assembles it, and outputs it directly to a video monitor, video tape recorder.
15.a) GAS TURBINE ENGINE BALANCING
Because of the high rotational speed, any unbalance in the main rotating assembly of a gas
turbine engine is capable of producing vibrations and stresses which increase as the square of the
rotational speed. Therefore very accurate balancing of the rotating assembly is necessary. The
two main methods of measuring and correcting unbalance are single plane (static) balancing and
two plane (dynamic) balancing. Single plane balancing is used when the unbalance is in one lane
only, that is, the unbalance goes centrally through the component at 90° to the axis. The single
plane method is appropriate for component such as individual compressors and turbine discs. For
compressor assemblies and turbine rotor assemblies possessing appreciable actual length,
unbalance may be present at many positions along the axis. Therefore two plane balancing may
be required.
15.b) OPERATIONAL CHECKS TO BE ROUTINELY PERFORMED BY
MAINTENANCE PERSONNEL:
To ensure that a gas turbine engine is in satisfactory operating condition, engine and aircraft
manufacturers specify certain operational checks to be routinely performed by maintenance
personnel. The particular types of checks and the procedures to be followed vary, depending on
the type of engine and aircraft involved.
DRY MOTORING CHECKS
The dry motoring check is required during or after inspection or maintenance to ensure that the
engine rotates freely, that instrumentation function properly, starter operation meets speed
requirements for successful starts. This check is also used to prime and leak checks the
lubrication system when maintenance has required replacement of system components.
PROCEDURE:
1. Ascertain that all conditions required prior to a normal start are met.
2. Position engine controls and switches as follows:
1. Ignition, OFF
2. Fuel shutoff lever, OFF
3. Throttle, Idle
4. Fuel Booster Pump, ON
3. Energize the starter and motor the engine as long as necessary to check instruments for
positive indications of engine rotation and oil pressure.
4. De-energize the starter and make the following checks during coast down:
(a) Listen for unusual noises. Check for roughness.
(b) Inspect the lubricating system lines, fittings and accessories for leakage.
(c) Check the oil level in the oil tank.
WET MOTORING CHECK
It is necessary to check the operation of fuel system components after removal and replacement
or to perform a de preservation of the fuel system.
PROCEDURE:
I.Position engine controls and switches as follows:
1. Ignition, OFF
2. Fuel shutoff lever, OFF
3. Throttle, Idle
4. Fuel Booster Pump, ON
II.Energize the starter.
3. when core engine speed(N2) reaches 10 percent, move the fuel shutoff lever to ON and check
for oil pressure indication.
4. Continue motoring the engine until the fuel flow is 500-600 lb/h or for a maximum of 60s.
Observe the starter operating limits.
5. Move the fuel shutoff lever to OFF and continue motoring the engine for at least 30 s to clear
the fuel from the combustion chamber . check to see that fuel flow drops to zero.
5. De-energize the starter and, during coast down, check for unusual noises.
6. Inspect the fuel system lines, fittings and accessories for leakage.
7. Check the concentric fuel shroud for leakage. No leakage is permitted.
8. Inspect the lubrication system for leakage.
9. Check the oil level in the oil tank.
IDLE CHECK
The idle check consists of checking for proper engine operation as evidenced by leak free
connections, normal operating noise, and correct indications on engine related instruments.
Engine drain lines must be disconnected from drain cans to check for leakage.
PROCEDURE
1. Start the engine according to approved procedure.
2. Stabilize the engine at the ground idle.
3. Check fan speed (N1), Core engine speed (N2), Oil pressure, and exhaust gas temperature
(EGT) should be within the proper ranges according to the ground idle speed chart and engine
specifications.
4. Visually inspect fuel, lubrication, and pneumatic lines, fittings and accessories for leakage.
5. De-energize flight idle solenoid. During operations above ground idle, do not exceed the open
cowling limitations imposed by the airframe manufacturer.
6. Stabilize at flight idle and check the same parameters checked for ground idle. See that they
are within the limitations set forth on the flight idle speed charts.
POWER ASSURANCE CHECK
The power assurance check is performed to make sure that the engine will achieve takeoff power
on a hot day without exceeding rpm and temperature limitations. During the tests the engine is
not used to supply power for any aircraft systems (Electric, Hydraulic or other). The engine is
tested at 50% and, 75%, and maximum power. During the power assurance check EGT must be
observed constantly to avoid the possibility of over temperature. If the EGT approach maximum
allowable, the throttle must be retarded sufficiently to hold the EGT within limits.
PROCEDURE
1. Set the engine power at nominal N2 speed as indicated on the appropriate chart for the total air
temperature (TAT).
2. Four minutes after the throttle lever is set, record the average readings of TAT, N1 speed, N2
speed, EGT, EPR (Engine Pressure Ratio) and fuel flow (Wf)
3. Using N1 (where N1= Target N1- observed N1) as a correction factor, adjust readings
according to the parameter adjustments set forth in the operations manual.
4. Before a hot engine is shut down it should be operated at ground idle speed for about 3
minutes to permit temperature reduction and stabilization. As soon as the engine is shut down the
EGT gauge should be observed to see that EGT start decrease. If the EGT does not decrease, an
internal fire is indicated, and the engine should be dry motored at once to blow out the fire.
After the engine is shut down, technician should listen for unusual noises in the engine such as
scraping, grinding, bumping and squealing.