Module 11 Exam Questions

1. Yaw control – rudder.

Yaw control is provided by the rudder. Control about the Vertical axis is called directional control.

2. Pitch control – elevator.

Pitch control is provided by the elevators. Control about the lateral axis is called longitudinal control.

3. STABILATOR – elevator + horizontal stabilizer.

Some designs have a one-piece horizontal stabilizer that pivots up and down
from a central hinge point. This type of design, called a stabilator, requires no
elevator.

4. Spoiler during touchdown – destroy lift + reduce speed.

Spoilers, which are usually divided into two groups: flight spoilers and ground
spoilers.
Ground spoilers function only on landing to destroy lift.
Flight spoilers function as speed brakes in flight and can also operate in flight in conjunction with the
ailerons for roll control at high speed.

5. Critical Mach No. – at which sonic flow first accrue.

The critical Mach number of an aircraft is that flight Mach number at which there is the first indication of
local sonic (speed of sound) airflow, and this is the speed at which the compressibility effects are first felt.

True Airspeed
6. Mach No. - = Local Speed of Sound
The Mach Number (M) refers to the speed at which an aircraft is travelling in relation to the speed of
True Airspeed
sound. True Airspeed Mach = Local Speed of Sound

7. Mach 1 speed – flying at speed of sound.

8. Limit loads – “max load expected in service”

Strength requirements are specified in terms of limit loads (the maximum loads to be expected in service)
and ultimate loads (limit loads multiplied by prescribed factors of safety). Unless otherwise provided,
prescribed loads are limit loads.
The limit load is the maximum anticipated load or combination of loads, which a structure may be expected
to experience. Ultimate load is the load that a payload must be able to withstand without failure.

9. ultimate loads - (limit loads multiplied by prescribed factors of safety)

10. stringer manufactured – sheet meal formed into strong cross-sectional shape by extrusion.
Stringers are more numerous and lighter in weight than longerons.
Stringers are commonly made from extruded aluminum alloy. The extrusion usually has a bulb on one side
for added strength to oppose bending.

11. Lower structure – has passages for control cable to run (unobstructed).
The floor structure of an aircraft consists of a network of longerons and floor
beams. Longerons within the floor structure of a passenger cabin can
incorporate seat tracks.
A floor structure will accommodate an uninterrupted passage for control cables,
plumbing etc.
12. Integral fuel tank – part of aircraft structure.
Newer aircraft use integral tanks because of the large weight
saving from rigid tanks. This is allowed by the availability of
fuel resistant sealants which are used to seal part of the
aircraft structure during assembly. Integral wing tanks are
also known as wet wings.

13. Slats mounted – on the wing leading edge.

Many aircraft have a portion of the wing leading edge mounted on tracks which can extend outwards and
create a duct, or slot, to direct high energy air down over the surface and delay the separation to a very
high angle of attack.

14. Engine firewall – constructed from titanium.

In wing mounted pylons, the pylon lower spar is constructed from steel or titanium and forms a firewall
above the engine. Fuselage mounted pylons form a fire shield that isolates the fuselage from engine heat
and fire.
All fuel burning equipment, including engines, auxiliary power units and combustion heaters intended for
operation in flight, must be isolated from the remain of the aircraft by firewalls, fire shields, shrouds and
insulating blankets.
Firewalls are constructed of fireproof materials such as stainless steel, Inconel, or titanium. These
materials provide protection against heat and corrosion.

15. Source of air for pneumatic system – engine bleed, APU, GND supply.
Air is received from either the engines, the APU or a ground source (Air
Cart). (Figure 1) Air from the engines may be from direct bleed air, bleed
air from the engine running a turbo compressor, air provided by bleed air
from the engine turbochargers or a jet pump.

16. Mixing chamber – mix cold air and recycle air.

A mixing chamber (or plenum) allows any hot air that has bypassed the air
cycle machine to mix with cool air. This allows unlimited temperature increments to be selected from the
cockpit. Recirculation air also mixes with fresh air in the mixing chamber.

17. Increase cabin pressure – close outflow valve.

The outflow valve controls the amount of pressurization by releasing cabin air to the atmosphere at a
controlled rate. This control of cabin air is used to act upon the outer face of the outflow valve, causing it to
move. Less pressure will cause the valve to open; more will cause it to close.

18. Increase cabin altitude – open outflow valve.

Cabin altitude is cabin pressure in terms of equivalent altitude above sea level. Cabin Pressure is
generally maintained at around 8,000 feet to ensure passenger comfort and safety.
Differential Pressure is the positive difference between the cabin and outside atmosphere.
As altitude increases and pressure decreases the differential pressure will increase.

19. Stall warning system – inform of impending stall (AOA near to stall)
Stall warning systems are required in all aircraft. They are designed to provide a clear warning when the
angle of attack sensor detects a critical angle of attack. This point would be just below critical AOA,
thereby warning the pilot of the impending stall condition before the wing actually stalls.

20. Cabin altitude monitored – to prevent exceedance of set level.

A cabin altimeter may incorporate a warning device to alert the crew if the cabin altitude exceeds a set
level, or the cabin pressure differential exceeds a set level. This can be in the form of a warning light or an
audio alarm depending on the complexity of the aircraft.
21. DME – function by measuring time delay between transmission and response.
Distance measuring equipment (DME) is an electronic device that measures slant range from a ground
based DME station. DME equipment works on the principle of timing the delay between transmitting a
signal to the ground based DME station and receiving a reply. The longer the delay the further you are
from the station.

22. Flight director – provide fly to info to pilot.

Autopilot modes are capable of maintaining set operating parameters which can include:
Attitude hold, Heading hold, Vertical speed hold, Airspeed hold, Altitude hold, Navigation system steering.
Only two things can fly an aircraft: (Pilot or Autopilot)
A flight director system does not have the capability to fly an aircraft – it only provides directions.

23. Aircraft on ground and no engine running – external power gives power to DC bus.
External power is connected and provided the interlock circuit is
OK, the EXT DC PWR light will illuminate.
DC power switch to EXT DC then External DC applied to Main DC
bus bar and negative applied to airframe.

When the EXT AC power switch is closed, providing that no

Engine driven generators are “on line” and that the APU generator
Control is set to OFF, the external power will make, and AC power
will be fed to all AC bus bars.

24. GCU – control generator output.

the Constant Speed Motor and AC generator CSM drives the AC generator which is controlled by the
Emergency Generator Control Unit CSM/G GCU.

25. Emergency power generation – RAT.

A Ram Air Turbine (RAT) is installed on most large or complex twin engine passenger aircraft to provide
an emergency source of hydraulic and electric power. The RAT is an airstream driven hydraulic pump that
provides emergency hydraulic power for the flight controls in the event that hydraulic power is lost on both
engines.

26. Over tightening of seat mount nuts – seat track will deform.
27. Pax seat track – C shaped channel.
Crew and passenger seats are located in seat tracks allows for ease of removal or re-configuration. Refer
to maintenance manual for specific aircraft, commonly called ‘Douglas Rail’ after its inventers, the Douglas
Aircraft Corp. the ‘C’ shaped channel with circular cut outs is secured to aircraft floor beams. Circular seat
pads fit into the cut outs, then the seat assembly is pushed forward by half a hole to allow locking barrel to
locate in track cut-outs. Over-tightening of the Jam Nut may deform the seat tracks.

28. Pax stair doors – operated from inside and outside.

Entry and service doors also serve as emergency exits. Emergency exit doors can be opened from outside
or inside the aircraft by a release handle located at the top of the hatch.

29. What is tested when test switch pressed for thermal detector – continuity of wiring only.
Thermal switches are also known as thermostat switches or spot detectors. The test switch completes a
ground connection to R1 via all the wiring connecting the thermal switches. This checks the wiring for
continuity.

30. Frangible seal of fire bottle broken by – cartridge.

The frangible seal is broken by a plunger driven by the force of the cartridge's explosion.
31. Primary flight controls – fly by wire using electrical cable instead of mechanical.
The term fly-by-wire implies a purely electrically signaled control system. This fundamental point of
difference means that there is no mechanical link between the pilot’s control column and rudder pedals
and the actuators that positions the flight control surfaces that they operate.

32. X-feed system on fuel – to allow feeding of any engine from any tank.
The cross-feed valve lets fuel flow between the left and right engine fuel feed manifolds. With the
connection of the two engine fuel feed manifolds, one fuel tank supplies fuel to both engines.

33. Fuel level checked with no power – dipstick.

Most large aircraft have a means of manually determining the quantity of fuel in a tank when the aircraft is
on the ground. The system acts as a backup to the cockpit and fueling station gauges. There are two
common types available and these are known as a drip stick or a magnetic level indicator.

34. Fuel pump driven – electrically.

Low wing aircraft cannot use gravity to feed fuel to the engine. An engine driven and/or electric pump must
be used to provide adequate fuel pressure. The electric pump is used to supply fuel pressure for starting
the engine and as a backup in case the engine driven pump should fail. It also assures fuel flow when
switching from one tank to the other.

35. Pascal law – pressure transmitted to all parts of container at flight panel.
PASCAL'S LAW This is the basic law of transmitting power by a hydraulic system. any increase in the
pressure on a confined liquid was transmitted equally and undiminished to all parts of the container.

36. Pressure reservoir (hydraulic) – to prevent pump cavitation by positive feed.

High altitude aircraft have pressurized reservoirs. Assure a positive feed of fluid to the pump which
reduces foaming. They usually contain a separate chamber for use with emergency sub-systems.

37. Constant displacement pump – moves specific volume of fluid each time shaft turns.
A constant displacement pump moves a specific volume of fluid each time its shaft turns. It must have
some form of regulator or relief valve in the system to relieve the pressure that builds up when the pump
moves more fluid than the system can use.

38. Anti-icing – prevents ice formation.

Ice control systems can be categorized as:
• De-ice systems which remove ice after it forms, and
• Anti-ice systems which prevent the formation of ice.

39. Wind screen wipers – use only on wet surfaces.

Do not operate on dry windshields and ensure the windshield is clear of foreign matter, as this will cause
damage to the windshield.

40. Landing gear – restrictor or orifice check valve controls rate of extension.
first movement of the actuating cylinder releases the up lock. This permits the gear to fall by its own weight
and the actuating cylinder acts to snub (reduce) the rate of fall. Usually there is an orifice check valve in
the up line of the landing gear hydraulic system which restricts the fluid flow from the
actuating cylinder to the return line, thus slowing the rate of gear descent.

41. Centering can on nose wheel – to maintain nose wheel centering after takeoff.
Whenever the strut is fully extended, a self-centering cam within the oleo will maintain the wheels aligned
with the longitudinal axis of the aircraft. This is important for two reasons; one, to ensure on touchdown
that the wheels are aligned correctly and two, if the landing gear is retractable the wheels will not contact
the aircraft structure during retraction or extension.
42. Stow aircraft tires – in vertically on rack.

43. Multi disk brakes – dissipate large kinetic energy.

Aircraft brake systems slow the aeroplane down by exchanging kinetic energy from the motion of the
aeroplane into heat energy generated by the friction between the linings and the brake drum or disk

44. Port wing – red light

Navigation lights, also called position lights, are located on each wing tip and at the tail of an aircraft.
• Tail lights are white and located on the tail, they may also be located behind the wing tip colored lights.
• The left-hand side (port) navigation light is colored red.
• The right-hand side (starboard) navigation light is colored green.

45. Normal selected on “demand regulator” – oxygen supplied on breathing only.

46. Emergency selected on “demand regulator” - constant supply of 100% oxygen.
When the SUPPLY lever is turned on, oxygen can flow from the supply into the regulator. The demand
valve shuts off all flow of oxygen to the mask until the wearer inhales and decreases the pressure inside
the regulator. This decreased pressure moves the demand diaphragm and opens the demand valve so
oxygen can flow through the regulator to the mask.
When the OXYGEN selector is in NORMAL, the regulator dilutes the oxygen supplied to the mask with air
from the cabin. This air enters the regulator through the inlet air valve and passes around the air-metering
valve. At low altitude, the air inlet passage is open and the passage to the oxygen demand valve is
restricted, so the user gets mostly air from the cabin. As the aircraft altitude increases, the barometric
control bellows expands and opens the oxygen passage while closing off the air passage. At an altitude of
around 34,000 feet, the air passage is completely closed off and every time the user inhales, pure oxygen
is metered to the mask.
If there is ever smoke in the cabin, or if for any reason the user wants pure oxygen, the OXYGEN selector
can be moved from the NORMAL to 100%. This closes the outside air passage and opens a
supplementary oxygen valve inside the regulator so that pure oxygen can flow to the mask.
An additional safety feature is incorporated that bypasses the regulator. When the safety pin on the
EMERGENCY is removed and the selector is placed to the ON position, the demand valve is held open
and oxygen flows continuously from the supply system to the mask, thus forcing oxygen into the user’s
lungs. But at altitudes above 40,000 feet not enough oxygen can get into the lungs even with the
regulator on 100%.

47. Relief valve in pneumatic system – prevent excess pressure bursting lines.
Relief valves are used in pneumatic systems to prevent damage. They act as pressure-limiting units and
prevent excessive pressures from bursting lines and blowing out seals.

48. Pneumatic bottles – drained to free of moisture.

System air bottles should be drained to exhaust any moisture or impurities.

49. Pax comfort – lavatories have electric water heater for heating water.
A water heater is installed in each lavatory inside the wash basin cabinet.

50. Maintenance on toilets – PPE worn

Very important to wear Personal Protective Equipment (PPE) if working in toilet system due risk of
infection.

51. CMC provides – centralized location for fault information.

Central Maintenance Computer (CMC) systems are used to provide a centralized location for aircraft fault
information.
52. Printer – to print faults recorded by CMC and AID in rectification.
The printer interfaces with the CMC to provide maintenance reports.
The printer is designed to print reports which come from various systems such as:
• Flight Management System (FMS)
• Central Maintenance System (CMS)
• Engine Monitoring System (EMS)
• Air Traffic Service Unit (ATSU)
• Aircraft Condition Monitoring System (ACMS)

53. IMA – less component and higher reliability.

Integrated Modular Avionics (IMA) concept reduces the maintenance cost and increases the
reliability due to less computers.
• IMA is the trend of the future due to the economies in fuel savings and increases the payload factor
derived from less weight
• It reduces work load for flight crew and maintenance personnel due to less operational activities
• Multiple functions can be achieved with single Line Replacement Unit (LRU)

54. CPIOM – core progressing input/output module.

Core Processing Input/Output Module (CPIOM) integrates shared memory and computing resource to
execute independently its hosted avionics applications.

55. Pax addressing integrated with pay entertainment to ensure all Pax hear it.
The passenger address system overrides the aural in-flight entertainment system so that no passengers
can inadvertently miss vital or emergency information due to the wearing of a seat headset.

56. ATIMS – VHF, HF and satcom (used for data link).

Air Traffic and Information Management System (ATIMS) communicates via a data link and the exchange
of complex data or specific reports between the aircraft and the ground centers.
These communications are available via VHF Data Radio (VDR), HF Data Radio (HFDR) or via SATCOM
for remote areas such as oceanic zones.

57. ACARS – used in conjunction with ATIMS in flight.

From ground, the Aircraft Communication Addressing and Reporting System (ACARS) network dispatches
the data therefore, VHF and HF voice communications are used as a backup.

58. Autopilot – maintain aircraft in attitude at the time of engagement.

When the autopilot is engaged, it is designed to hold the aircraft in the same pitch and roll attitude that
existed at the time of engagement.

59. Pilot disengage autopilot – input to control column.

Autopilot can be overpowered by pilot at any time. Typical overpowering force 25 to 35 pounds on control
wheel. Then autopilot LVDT signal increases. When signal increased to point corresponding to override
point – autopilot disengages.

60. CSD in aircraft centration system – to maintain 400Hz frequency.

The complete Constant Speed Drive (CSD) system consists of an axial gear differential (AGD), whose
output speed relative to input speed is controlled by a flyweight -type governor that controls a variable-
delivery hydraulic pump. The pump supplies hydraulic pressure to a hydraulic motor, which varies the ratio
of input rpm to output rpm for the AGD in order to maintain a constant output rpm to drive the generator
and maintain an ac frequency of 400Hz.
61. Over load capacity of life raft – 100%.
Life Rafts:
• Provides protection from drowning and exposure.
• Size is determined by aircraft seating capacity.
• Has 100% overload capacity.
• Inflation is usually initiated by pulling a lanyard which is attached to the aircraft.
• Contains survival equipment

62. Smoke detectors used – toilet, cargo, equipment bay, baggage compartment.
The aircraft smoke-detection system samples the cabin air for the presence of smoke, which can be an
indication of an impending fire condition. These may include cargo and cargo compartments, equipment
bays and the lavatories of transport category aircraft.

63. Common smoke detector used – photoelectric type.

There are two main types of smoke detector systems:
• Photoelectric (Comparison and Refraction types) (most common)
• Ionization type

64. Inputs used by computer for stall warning system – speed, AOA, Flap, Engine power setting.
Commercial aircraft stall warning systems are designed to integrate more parameters, such as actual
angle of attack, flap configuration, engine thrust settings, and airspeed to provide a more comprehensive
calculation of a stall warning trigger point.

65. Structure strength – FAR Part 25 Subpart C.

An aircraft registered in the transport category requires that its structure meets the airworthiness standards
specified in the following regulations as applicable for the country in which the aircraft is registered:
• EASA Certification Specifications CS-25 Subpart C, as of the Amendment 6 – July 2009 for Europe
• FAR Part 25 Subpart C, as of the e-CFR Data – August 2009 for the USA, covers four sections
relating to the aircraft’s structure:
o 25.301 Loads
o 25.303 Factor of Safety
o 25.305 Strength and Deformation
o 25.307 Proof of Structure

66. Limit load – without permanent deformation.

The Design Limit Load (DLL) is the maximum load anticipated on the aircraft during its service life. The
aircraft structure shall be capable of supporting the limit loads without suffering detrimental permanent
deformation, and not interfere with the safe operation of the aircraft.
Design Ultimate Load (DUL) is equal to the design limit load multiplied by a factor of safety. Generally, the
safety factor is 1.5.

67. Fore and AFT loads – stringers and longerons.

The longitudinal structural members are referred to as longerons and stringers. They are used to give the
fuselage structure its longitudinal strength.

68. Bulkhead – structural partition.

Bulkheads are used as structural partitions to divide the fuselage or wings into bays or compartments and
provide additional strength as well as giving the fuselage shape.

69. Nose door tendency removed by lower cambered (THS) surface...Trimmable Horizontal Stabilizer (THS).
Some aircraft are manufactured with a deliberate nose down tendency. To counteract that for straight and
level flight the horizontal stabilizer is manufactured with a cambered lower skin.
70. Simi- monocoque – longerons and stringers.

71. Door – plug from inside cabin.

Most cabin entry doors are designed to act as a plug to prevent inadvertently opening when the aircraft is
pressurized. The door is larger than the opening. The pressure in the cabin holds the door against door
stops. Cabin pressure seats the door seal against the fuselage door frame.

72. Leading edge flap – for low speed performance.

Some high-performance airplanes have flaps on the leading edges as well as on the trailing edge. Leading
edge flaps are extended at the same time as the trailing edge flaps to increase the camber of the wing and
allow it to attain a higher angle of attack before the airflow breaks away over the upper surface. This
increases the angle of attack at which the wing will maintain its laminar airflow, resulting in the ability to fly
the aircraft slower and still maintain control.

73. Primary flight controls – ailerons, rudder, elevator.

74. Two types of control – primary and secondary.
Ref. to the chart ➔

75. Three types of hydraulic fluids – mineral, vegetables and synthetic.

The three types of hydraulic fluids currently being used in civil aircraft
are:
• vegetable base (castor oil and alcohol)
• Mineral base (petroleum Base)
• Synthetic base (phosphate ester Base)

76. Tire pressure checked – when cold.

Tire pressure should be checked with the tire cold.

77. Pneumatic bleed – Eng., APU and ground cart.

Air is received from either the engines, the APU or a ground source (Air Cart).

78. Bending – spar.

The front spar, which takes most of the bending load, is placed as near as possible to the point of
maximum thickness of the wing.

Primary bending loads are taken by the longerons, which usually extend across several points of support
to tie frames together. The longerons are supplemented by other longitudinal members, called stringers.
79. INS control panel – figure. Inertial Navigation System (INS),

80. DME indication – figure. DISTANCE MEASURING EQUIPMENT (DME)

81. Autopilot control panel – figure.

82. Fire extinguisher line – brown identification.
Extinguishing agent pipelines are identified by Brown colored tape. This tape also
has diamond- shaped symbols and the words “Fire Protection”.

83. PA system – one-way system.

Passenger Address (PA) and Integrated Pre-recoded Announcement/Boarding
Music It supplies one-way voice communication to make announcements from the
flight deck or from a cabin crew station to the passengers. These announcements
are initiated from the
flight deck using either a handset or acoustic devices.

84. CIDS control – cabin lights.

The CIDS fulfils several control functions related to: (Passenger service system, Cabin illumination, EVAC,
Passenger lighted signs)

85. Stall warning – imminent stall. Definition of imminent = about to happen (impending).
Stall warning systems are required in all aircraft. They are designed to provide a clear warning when the
angle of attack sensor detects a critical angle of attack. This point would be just below critical AOA,
thereby warning the pilot of the impending stall condition before the wing actually stalls.

86. INS – accelerometer.

Inertial Navigation System (INS), The basic functionality of an INS is its dependence on gravity as the
constant. It is unaffected by wind and atmospheric conditions. However, an INS can very accurately
detect any induced accelerations.

87. BASIC 6 – airspeed, horizon and altimeter.

Instrument Systems Layout Standard "T" Configuration:
Upper left: Airspeed Indicator.
Upper Centre: Attitude Indicator
Upper Right: Altimeter.
Lower Centre: Heading Reference.
Basic 6 configuration.
In addition to Standard "T", two more instruments are
commonly installed:
Lower Left: Turn & Bank.
Lower Right: Vertical Speed Indicator (VSI).
Called the "Basic 6" These instruments provide sufficient information for controlled flight without a visual
flight reference (VFR)

88. Differential pressure – difference between cabin and ambient pressure.

Maximum differential pressure is the maximum allowable difference between the air pressure inside the
aircraft cabin and the air pressure outside the aircraft.
The differential pressure gauge reads the difference in pressure between the aircraft’s cabin interior and
the outside air.
89. Pitot probes – electrical heating.
The pitot probe is an open tube, which faces forward into the relative wind in flight. It measures the ram
pressure of the airstream. In most cases, it is necessary to provide a heating element for the pitot probe to
prevent icing. Static ports mounted on the fuselage are generally not heated.

90. Right wing – green light.

Navigation lights, also called position lights, are located on each wing tip and at the tail of an aircraft.
• Tail lights are white and located on the tail, they may also be located behind the wing tip colored lights.
• The left-hand side (port) navigation light is colored red.
• The right-hand side (starboard) navigation light is colored green.

91. Red beacon – top and bottom of fuselage.

An anti-collision light, also called a Rotating Beacon is a flashing red beacon producing
between 40 and 100 flashes per minute. They should be visible from all directions within
an angle of 30 degrees above and below the horizontal plane of the aircraft. An aircraft
can have one unit on top of the vertical stabilizer or one on top of the fuselage and one
on the underside of the fuselage.

92. Vane sensor – activated by upward moving air on leading edge.

The vane operated switch consists of a hinged vane mounted in the leading edge of the wing so that the
vane protrudes into the airstream, sensing the angle at which the air flows over the wing. When flying with
the AOA well below critical angle, the airflow over the vane is downward and holds the internal electrical
switch in the vane open. At higher angles of attack the stagnation point moves downward, until the airflow
over the vane is upward. This point would be just below critical AOA, thereby warning the pilot of the
impending stall condition before the wing actually stalls. The vane closes a switch to operate a stall
warning device such as a: (Horn, Light, Stick shaker)

Angle of Attack Sensors

The most common angle of attack sensor or probe is the air pressure chamber type. Other sensor types
are the vane or air flow type. The sensors are located on the side of the fuselage, normally below the
cockpit floor level, and mounted from the inside.
 The Probe Sensor
The AOA probe type sensor is installed so that it senses the airflow, relative to the fuselage datum line.
When equal airflow pressure is passing into the two equal sized slots in the leading edge of the probe, the
air pressure on either side of the vane is equal and the vane takes up a null position. When the aircraft
takes up another attitude the airflow in the two slots becomes unequal, and the vane will be pushed from
its null position to one side by the unbalanced air pressure.
Attached at the end of the vane pivot shaft is a potentiometer, and any rotation of the shaft will produce a
changed electrical output. The potentiometer output is fed to the cockpit indicator and the pointer will take
up a corresponding attitude position.
The Vane Type Sensor
The vane type consists of a precision counter balanced aerodynamic vane which positions the rotor of a
synchro, or the wiper of a potentiometer. The vane is protected against ice formation by an internal heater
element. The complete unit is accurately aligned by means of index pins at the side of the front fuselage
section of an aircraft.
The airflow passes over a wedge-shaped vane attached to a pivot arm. When the airflow is equal on either
side of the vane, the vane will be stationary. As the aircraft takes up another attitude, the airflow changes,
causing the vane to rotate on its pivot, moving the position transmitter attached to its shaft. A course scale
may be found on the exterior housing near the vane arm pivot point.

93. Isolation valve – to isolate system and access panel cannot be closed.
If you needed to work on the system without draining the bottles you can close the isolation valve and
isolate the bottles. Access panel door cannot be closed for takeoff with valve in closed position.

94. Shuttle valve – to prevent compressor back run.

Shuttle valves allow the system to be charged from a ground source (usually for maintenance checks).
When the pressure from the external source is greater than compressor output pressure, the internal
shuttle moves over and allows the higher pressure to enter the system.
The compressor is then isolated from the system.
Provides a method of pressurizing the system without back pressuring the compressor.

95. Ground supply used – Engine and APU bleed not available.
External supply is only needed if APU or Engine are not running.

96. Flow control valve – control bleed in air conditioning system.

Flow Control – Shutoff valve: The air conditioning shutoff valve, often called the pack valve, is used to
control the flow of air into the system. It can either shut off the air flow or modulate the flow of air to provide
that which is needed to operate the air conditioning package.
97. AC Power supplied on aircraft – AC bus + inverter.
In this example the generators (alternators) supply their individual
buses. The AC bus then feeds the Transformer Rectifier Unit
(TRU or T/R) which provides the DC requirements of the aircraft
as well as charge the battery. The emergency AC bus is fed from
the AC bus directly. Should this AC supply fail for any reason the
static inverter would be commanded to start and provide the
Emergency AC from the battery.

98. 5-point harness – figure.

99. Cargo barrier net – does not restrain cargo.

Cargo Barrier Net not used to separate cargo areas and does not restrain cargo movement.

100. Fuel jettison system – to reduce weight for emergency landing.

Fuel Jettison Also known as the fuel dump system, the fuel jettison system comprises a combination of
fuel lines, valves, and pumps provided to dump fuel overboard during an in-flight emergency to reduce the
weight of the aircraft to allowable landing weight or to dump all the fuel except the reserve quantity
required for landing.

101. Pressure refueling system – use one or two fueling points.

Pressure refueling adapters are normally found under the wing hence the term ‘under-wing’ refueling. The
system is also referred to as a single point fueling system as fuel is distributed by internal manifolds and
valves to each fuel tank. Some aircraft have provision for two hoses to be connected at the fueling point.

102. Simple hydraulic system – reservoir, pump with check valve,

selector valve and actuator.
A simple hydraulic system might consist of a vented reservoir,
a hand operated pump with a check valve at both its inlet and
outlet, and a selector valve that will direct fluid either from the
pump into the actuator or from the actuator back into the
reservoir.

103. ICE – reduces left and increases Drag.

EFFECTS OF ICING (Increases drag, reduces lift, increases weight, Loss of engine power or
overheating/damage, Engine failure, Vibration, False indications – Pitot, Angle of Attack, etc. and Obscure
vision).
104. ICE shaver detector – amount of current drawn.
Ice Shave System is a sample of the air passes over a rotor driven by an electric motor. Two methods are
used supply a warning light signal:
• If enough ice forms on the rotor, a blade in close proximity will shave it off the shaving requires
more motor torque, causing the motor to twist slightly in its mount. This action activates a micro-
switch to turn on a warning light. If icing ceases, the shaving stops and the motor torque
decreases. This deactivates the micro-switch, turning off the warning light.
• It can also be sensed by the current draw, as the drum slows it draws more current to maintain its
RPM, this being sensed by a current meter. When the current draw level exceeds a preset point, a
warning light is activated in the cockpit.

105. Left produced – positive pressure below the wing and negative air pressure above the wing

106. Wing fences – prevent disturbing the stream lines on top of the wing.
A wing fence is a fixed vane that extends chord wise across the wing of a swept wing aircraft. Its purpose
is to prevent air from flowing outward along the span of the wing, for this in turn is likely to cause airflow
separation near the wing tips and so lead to tip stalling and pitch-up.

107. vortex generators - prevent or delay separation or breakaway of the airflow from the surface of the airfoil.

108. Aerodynamic balancing – to reduce control forces.

controls are often balanced to assist the pilot's input force during maneuvers.

109. Differential control – AILERONS.

AILERON DRAG
Displacement of the ailerons causes an undesirable effect called aileron drag.
The aileron that moves downward has the most influence on aileron drag. It
creates both more lift and drag. This drag out near the wing tip pulls the nose of
the aircraft around in the direction opposite to the turn. This effect is called
adverse yaw.
DIFFERENTIAL AILERONS
The geometry of the bell cranks is such that the aileron moving upward travels a
greater distance than the one moving down, and it produces enough parasite drag to counteract some or
all of the induced drag on the opposite wing.

110. Control stick:

stick Ailerons Elevator Rudder Aircraft
Left Left up + right down nothing nothing left
Right Left down + right up nothing nothing right
Forward nothing down nothing down
Backward nothing up nothing up
Left pedal nothing nothing left left
Right pedal nothing nothing right right

111. Speed of sound – speed at which small pressure disturbance moves through the air.
Sound, as we are concerned with in aerodynamics, is simply pressure disturbances in the air.

112. Speed of sound will vary – with the change of temperature.

113. What happens to the density of supersonic air as it passes throw venturi – it remains the same.
as air enters a venturi at supersonic speeds, the airflow slows down, and therefore, must compress to
pass through the restriction. Once a fluid compresses, its pressure and density increase. The study of high
speed airflow must account for these changes in air density and must consider that the air is compressible.
114. To minimize drag in transonic flight – sweep back wings + narrow fuselage cross-section area at the wing
root.
Sweeping the wing back will also increase the critical Mach number by effectively decreasing the thickness
ratio of the wing.
To compensate for the place on an aircraft where the wings are attached to the fuselage, the fuselage
needs to be made narrower so that the cross-section remains the same.

115. The main problem with supersonic flight – heating due friction.
To us hypersonic flight is simply supersonic flight - only more so. Here we are deep into kinetic heating
effects with all the associated problems; at a Mach Number of 5 at about 61 km the temperature given by
the formula is over l000°C and by Mach 15 it has risen to over 10 000°C.

116. Two types of stressed skin fuselage – monocoque and semi- monocoque

117. What are the two types of Truss used in Fuselage - Pratt Truss and Warren Truss.

118. Wing ribs – determines the shape of the wing

The ribs in the wing give it the aerodynamic shape needed to produce lift when air flows over the skin or
fabric covering. The ribs transmit the load from the skin or fabric to the spars.

119. Skin loads on the wing or stabilizer transmitted to spar via ribs
The ribs transmit the load from the skin or fabric to the spars.

120. Both vertical and horizontal stabilizer similar in construction to – the wings.

121. For thinner flight control like spoiler – composite material with honeycomb sandwich.
Spoiler panels can be constructed of, for example, an upper and lower metallic or composite skin with a
honeycomb sandwich layer. Advantages of this construction are that it provides high strength coupled with
light weight and can be formed into complex shaped surfaces.

122. What component is used to improve aerodynamics and direct airflow into the engine and make sure the
airflow around the engine is smooth – NACELLE.
A nacelle is a structure separate to the fuselage or wing, used to house the engine. A
nacelle may be built into the wings or fuselage or a removable structure.

123. Bleed Air – the air used in aircraft air conditioning and pressurization.
Bleed air produced by gas turbine engines is compressed air that is taken from the compressor stage of
those engines, bleed air's primary use is to provide pressure for the aircraft cabin by supplying air to the
environmental control system. Additionally, bleed air is used to keep critical parts of the plane (such as the
wing leading edges) ice-free.

124. Cabin pressurization system on ground – main landing gear switch to fully open outflow valve.

125. Aircraft passenger seats are manufactured to a minimum strength standard known as the 16G standard
which requires cabin equipment, materials and seats to be able to withstand a crash impact 16 times the
force of gravity.
126. Galley Red Latches – so the containers do not move in flight.

127. Lateral guides are positioned each side of the ball transfer mat and provide lateral control for pallets
being moved in or out.

128. As a safety feature, each extinguishing container is equipped with a thermal fuse that melts and releases
the extinguishing agent if the bottle is subjected to high temperatures. If a bottle is emptied in this way, the
extinguishing agent will blow out a red indicator disk as it vents to the atmosphere. On the other hand, if
the bottle is discharged normally, a yellow indicator disk blows out. The indicator disks are visible from the
outside of the fuselage for easy reference.
129. BCF Halon 1211 fire extinguisher mostly used for class – B and C.
The chemical name is bromochlorodifluoromethane, CBrClF2.
Halon 1211 is a multipurpose, AU Class A, B, C and E (US Class A,
B, C) rated agent effective against flammable liquid fires. Due to its
relatively high boiling point (-4 deg C/+25 deg F).

130. Spoiler operation:

Ground spoilers function only on landing to destroy lift.
Flight spoilers’ function as speed brakes in flight and can also
operate in flight in conjunction with the ailerons for roll control at high speed.

131. Flight control actuator source – hydraulic, pneumatic and electrical.

the operation of flight controls by the following methods:
• Manual
• Hydraulic
• Pneumatic
• Electrical
• Fly by Wire

132. Yaw dampers designed to prevent – Dutch roll.

Yaw damper components in the rudder system automatically input rudder movement to prevent ‘Dutch
Roll’: - (directional and lateral oscillation that swept back wings are susceptible to.) Flight management
computers sense uncommand roll and pitch movements will then input to the rudder.

133. The primary stops in the flight control located – normally in the control surface itself.
Control surface travel limits are determined by adjustable primary stops, usually on the control surface,
Secondary stops are usually in the control column.

134. Fuel ejector pump – transfer fuel to the collector tank.

A fuel ejector system uses the venturi principle to supply additional fuel to the collector can, regardless of
aircraft attitude.
The submerged motor-driven boost pumps supply fuel from each tank to their respective engines. During
operation of the boost pumps, a portion of their output is routed to the fuel ejectors. The flow of fuel
through a venturi supplies the low pressure needed to draw additional fuel from the ejector location. Fuel is
then routed to the fuel collector cans.
135. Fuel boost pumps – provide positive fuel flow to the engines.
This boost pump is used in its low speed position for starting the engine and for minor vapor purging.
In its high-speed position, it is used as a backup for the engine driven pump during take- off and high-
power engine operation. It is also used in its high-speed position for major purging of fuel vapors.
The submerged motor-driven boost pumps supply fuel from each tank to their respective engines.

136. Aircraft with integral fuel tanks in the wings are said to have wet wings.

137. Bladder tank – they increase the structure strength to carry the weight of the fuel.
The bladder is made of thin fabric, which is impregnated with neoprene or some similar material that is
impervious to fuel.

138. Type of load on the wings – all type.

As an aeroplane maneuvers, the angle of attack and therefore the center of lift changes, producing large
torsional loads on the wing structure. This is especially true at the point where the wing attaches to the
fuselage.
In addition to the twisting loads imposed on the structure, the wing is also subjected to bending loads.
While weight is essentially concentrated at the fuselage, lift is produced along the full length of the wing.
With the generation of lift, the wing tends to bend upward from the root toward the tip. During flight the
bending action creates a tension stress on the lower skins of the wings and a compression stress on the
upper skins of the wings. On the ground the tension stress is on the top surface and compression stress
on the lower surface.

139. Hot oil or bleed air to heat the fuel.

140. Power pack – if you loose hydraulic you will have electrical.
To continue the simplification of operation of a hydraulic system, many manufacturers use an electric
motor to drive the hydraulic pump. They incorporate the reservoir, control valve, and many of the auxiliary
valves into a single unit, normally called a power pack.

141. The most used synthetic hydraulic fluid – SKYDROL.

Synthetic Base (Fluids MIL-H-8446)
The most commonly used fluid of this type is marketed under the
trade name Skydrol.

142. Many hydraulic reservoirs have small amount of fluid which not
available to the main pump, what they are for: hand pump or
auxiliary pump.
Many reservoirs have two outlets. One is located in the bottom
and the other is either part way up the side or is connected to a
standpipe that sticks up inside the reservoir. A standpipe outlet
feeds the engine driven pump. In the event of a break in the
system that causes the engine pump to lose all its fluid, the hand
pump can still pick up enough fluid to lower the landing gear and
flaps and actuate the brakes.

143. The windscreen inner conductive coating for – anti-ice and add strength to
the windscreen.
Windshields, also called windscreens, are heated to keep clear visibility in
foggy and icing conditions, heating also improves the windshield’s ability to
resist bird strike damage.
144. Pneumatic de-ice boots – inflate to prevent icing on the wing leading and stabilizer leading edge.
a rubber boot fixed to the leading edge of an airfoil. For many years aircraft have used de-icing systems
consisting of inflatable boots on leading edges and stabilizers.

145. Retractable landing gear should have a mean to provide – manually extend for emergency.
Retractable landing gear systems require some means of manually lowering the gear should the normal
means of extension fail. Emergency extension systems use a variety of methods to lower the gear. These
can include mechanical, electrical, an alternate hydraulic source, compressed air or just gravity free fall.

146. To guard against landing with the landing gear retracted or unlocked, a warning horn is incorporated in
the system and connected to a throttle-operated switch. If one or more throttle levers are less than
approximately one third open, as would be the case during approach to land, the horn sounds and the red
warning lamp illuminates unless the landing gear is down and locked.

147. How to approach the aircraft when the wheel brakes are hot – front or rear because the thermal fuse.
Thermal fuse plugs are fitted to the wheel half to a prevent over pressurizing caused by very hot brakes.
The fuse plugs have a eutectic core that melts to release the tire pressure at about 183 degree Celsius
This prevents the tire exploding. Fuse plug are not repairable. The wheel and tire assembly must be
changed if a fuse plug melt.

148. Torque links – maintain correct wheel alignment.

The torque links are two A-frame-type members used to connect the strut cylinder to the piston and axle.
The torque links limit the extension of the piston during gear retraction and hold the wheels and axle in a
correctly aligned position in relation to the strut.

149. Excessive wear in the shoulder area of the tire – under inflation.
150. why we carry supplemental oxygen bottles in a commercial jet aircraft – for passenger.
Aircraft operating at high altitude are required to be equipped with some type of supplemental breathing
oxygen systems. Use of oxygen by passengers and crew is necessary if cabin pressurization is lost during
high-altitude flight.

151. What colors are the storage oxygen cylinders – green.

152. What type of oxygen regulators are to be clefted with commercial jet aircraft flight crew – diluter demand
regulators.
Diluter-demand regulators are used by the flight crews on most commercial jet aircraft. Older types consist
of a panel-mount regulator with the low-pressure oxygen connected to the mask through a large bore
corrugated tube. The panel face consists of three levers, one which is guarded in the OFF position. The
FLOW displays when oxygen is being supplied to the mask. More recent units incorporate the regulator
with the mask and a stowage box.

153. Relieve valve used in pneumatic as a damage preventative unit. And Check valve – in both hydraulic and
pneumatic systems – both statements are right.

154. Dehydrator – remove last trace of moisture from air called desiccant
After the air leaves the moisture separator it passes through a desiccant or chemical dryer, to remove any
last traces of moisture from the air.

155. Valve that allow air from on direction – check valve.

a pneumatic check valve is a one- direction flow-control valve.

156. Pneumatic bottles drained periodically because – moisture.

System air bottles should be drained to exhaust any moisture or impurities.

157. Waste water from galley and washbasins are dumped overboard.
Waste water from the washbasins and galleys are dumped overboard via a heated drain mast, assisted by
differential pressure.
If the heater fails severe flooding of galleys is likely on long flights.

158. Servicing consists of dumping used fluid into a servicing truck and refilling with fresh disinfectant fluid.
Before refilling the tank should be flushed several times.

159. Water delivered to the aircraft must be of high quality. Tanks are periodically drained, and system flushed
with a mixture of water and chlorine. At this service the water filters are also changed.