GAS TURBINE IGNITION SYSTEM – Air – DGCA Question Bank For Politics

#1. The low energy ignition system would be used:

Only for starting the engine on the ground.

During take off from wet runways.

For re-light at high altitude.

During a blow out (motoring over) cycle.

#2. A typical APU can provide:

Air for air conditioning on the ground.

Air for engine starting.

Electrical power for ground or in flight use.

All of the above.

#3. The advantage of an air starter system is that:

It is safer in operation than other systems, and no fire risk.

It is light, simple and economical.

It provides a more rapid start.

It is totally self contained and needs no external source of power.

#4. A “Hung Start” is indicated by:

High E.G.T. - high fuel flow - low R.P.M.

Low E.G.T. - idle fuel flow - low R.P.M.

Low E.G.T. - high fuel flow - high R.P.M.

High E.G.T. - idle fuel flow - low R.P.M.

#5. If a gas turbine engine fails to light up within the specified time:

It must be motored over with the H.P. fuel cock shut.

The fuel system must be drained.

No further attempt to start may be made until the fuel has evaporated.

It must be motored over with the H.P. fuel cock shut and no igniters selected.

#6. A Re-light is:

The action of re-starting a flamed out engine, usually while airborne.

What occurs when the engine drain valve is stuck open.

The initiation of the after-burning system.

What must be prevented after a “wet start”.

#7. Precautionary use of igniters may be necessary during:

Flight through heavy tropical rainstorm.

Ground running.

Flight through sandy conditions.

Flight through very dry air.

#8. A “Hung Start” occurs when:

The engine accelerates but does not light up.

The engine stabilises above self sustaining speed.

The engine lights up but does not accelerate to self sustaining speed.

There is a double igniter failure.

#9. After engine start, the engine igniters are normally deactivated by:

An electric interlock system.

A speed switch.

The time switch.

Centrifugal force.

#10. Failure of the engine to light up is shown by:

The failure of the engine to turn and no T.G.T.

Low R.P.M. fuel flow indication, and no T.G.T.

T.G.T. increasing but no R.P.M.

No R.P.M. and no T.G.T.

#11. The aircraft can roll forward with no further opening of the throttles.

The speed from which the engine can accelerate to full power within 5 seconds.

The engine will run independently of external help.

The speed from which the engine can accelerate to idle without the help of the starter motor.

#12. A high energy ignition system works on the principle of:

Obtaining power from a step up transformer from the aircraft’s A.C. power system.

Magneto static induction.

Fleming’s Right Hand Rule.

Obtaining energy from the discharge of a capacitor.

#13. Before opening the high-pressure fuel shut off valve during the engine start:

The compressor must be turning at the correct RPM in the right direction.

The Low-Pressure compressor must be stationary.

The Low Pressure fuel cock must be shut.

The Low Pressure compressor must be rotating faster than the High-Pressure compressor.

#14. A gas turbine engine which has both high and low energy ignition systems uses the high energy system for (i), and the low energy system for (ii):

(i) Engine starting, (ii) High altitude relighting

(i) High altitude relighting, (ii) Take off from contaminated runways

(i) Take off from snowy runways, (ii) Engine start

(i) Take off from flooded runways, (ii) Take off from snowy runways.

#15. The air supply to operate an air starter usually comes from:

An external installation.

Storage bottles carried in the aircraft.

The auxiliary power unit.

A cross bleed start.

#16. In a High Energy Igniter Unit, the discharge resistors:

Allow sufficient energy to be stored in the capacitor to provide re-light facilities up to 55 000 ft.

Protects the unit from excessive voltages.

Allow the capacitor to discharge when the unit is switched off.

Prolong the discharge.

#17. In a High Energy Igniter Unit, the choke:

Protects the unit from excessive voltages.

Prolongs the discharge to the plug.

Prolongs the life of the igniter

Protects the unit from excessive current.

#18. The rate of discharge of a High Energy Ignition Unit is:

60 - 100 times per minute.

4 discharges per revolution.

60 - 100 per second.

Governed by the resistance of the igniter plug.

#19. The air supply for an air start system is:

At a relatively low pressure, but high volume.

Filtered to prevent damage to the starter motor.

Preheated to avoid icing in the starter nozzle guide vanes.

At a high pressure but low volume.

#20. The starter motor is disengaged from the engine start system:

As soon as the engine lights up.

Just above self-sustaining speed.

At 26% H.P. R.P.M.

Just below self-sustaining speed.

#21. The power supply for the spark in the combustion chamber is:

Low volts high current

Low volts low current

High volts low current

High volts high current

#22. In a twin spool engine self sustaining speed is normally reached at:

60% N2

60% N1

30% N2

30% N1

#23. In a twin spool engine the typical idle speeds are:

60% N2 25% N1

25% N2 60% N1

40% N2 30% N1

80% N2 45% N1

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