PROPELLER – Air – DGCA Question Bank For Politics

#1. The blade angle of a propeller is the angle between:

The root chord and the tip chord of the propeller.

The chord and the airflow relative to the propeller.

The chord of the propeller and the longitudinal axis of the aircraft.

The propeller chord and the plane of rotation of the propeller.

#2. The blade angle:

Is constant along the propeller blade.

Decreases from root to tip.

Increases from root to tip.

Varies with changes in engine rpm.

#3. The Geometric Pitch of a propeller is:

The distance it would move forward in one revolution at the blade angle.

The angle the propeller chord makes to the plane of rotation.

The distance the propeller actually moves forward in one revolution.

The angle the propeller chord makes to the relative airflow.

#4. A right hand propeller:

Rotates in a clockwise direction when viewed from the rear.

Is a propeller fitted to the right hand engine.

Rotates in an anti-clockwise direction when viewed from the rear.

Is a propeller mounted in front of the engine.

#5. The angle of attack of a fixed pitch propeller:

Depends on forward speed only.

Depends on forward speed and engine rotational speed.

Depends on engine rotational speed only.

Is constant for a fixed pitch propeller.

#6. During the take off run a fixed pitch propeller is:

At too coarse an angle for maximum efficiency.

At too fine an angle for maximum efficiency.

At the optimum angle for efficiency.

At the optimum angle initially but becomes too coarse as speed increases.

#7. For an aircraft with a fixed pitch propeller, an increase in rev/min during the take off run at full throttle is due to:

An increase in propeller blade slip.

The engine overspeeding.

A more efficient propeller blade angle of attack.

The propeller angle of attack increasing.

#8. An aircraft with a fixed pitch propeller goes into a climb with reduced IAS and increased rev/ min. The propeller:

Angle of attack will decrease.

Pitch will decrease.

Angle of attack will increase.

Angle of attack will remain the same.

#9. For an aircraft with a fixed pitch propeller, propeller efficiency will be:

Low at low speed, high at high speed.

High at low speed, low at high speed.

Constant at all speeds.

Low at both low and high speed, and highest at cruising speed.

#10. The blade angle of a fixed pitch propeller would be set to give the optimum angle:

During take off.

During the cruise.

At the maximum level flight speed.

For landing.

#11. Propeller torque results from the forces on the propeller:

Caused by the airflow, giving a moment around the propeller’s longitudinal axis.

Caused by centrifugal effect, giving a moment around the propellers’ longitudinal axis.

Caused by the airflow, giving a moment around the aircraft’s longitudinal axis.

Caused by centrifugal effect, giving a moment around the aircraft’s longitudinal axis.

#12. The thrust force of a propeller producing forward thrust:

Tends to bend the propeller tips forward.

Tends to bend the propeller tips backward.

Tends to bend the propeller in its plane of rotation.

Causes a tension load in the propeller.

#13. A propeller which is windmilling:

Rotates the engine in the normal direction and gives some thrust.

Rotates the engine in reverse and gives drag.

Rotates the engine in reverse and gives some thrust.

Rotates the engine in the normal direction and gives drag.

#14. For an aircraft with a right hand propeller the effect of slipstream rotation acting on the fin will cause: (see chapter 16 Principles of Flight Manual).

Yaw to the left.

Roll to the left.

Yaw to the right.

Nose up pitch.

#15. To counteract the effect of slipstream rotation on a single engine aircraft.

The fin may be reduced in size.

A “T” tail may be employed.

The fin may be off-set.

The wings may have washout.

#16. The gyroscopic effect of a right hand propeller will give: (see chapter 16 Principles of Flight Manual)

A yawing moment to the left whenever the engine is running.

A yawing moment to the left when the aircraft rolls to the right.

A nose-up pitch when the aircraft yaws to the right.

A yaw to the right when the aircraft pitches nose up.

#17. The alpha range of a variable pitch propeller is between:

Feather and flight fine pitch stop.

Feather and ground fine pitch stop.

Flight fine pitch stop and reverse stop.

Ground fine pitch and reverse stop.

#18. When the CSU is running “on speed”:

The governor weight centrifugal force balances the CSU spring force.

The CSU spring force balances the oil pressure.

The governor weight centrifugal force balances the oil pressure.

The supply of oil to the CSU is shut off.

#19. If engine power is increased with the propeller lever in the constant speed range, rpm increase, then:

The governor weights move out, blade angle decreases, rpm decreases, weights remain out.

The governor weights move in, blade angle increases, rpm decreases, weights move out.

The governor weights move out, blade angle increases, rpm decreases, weights move in.

The governor weights move out, blade angle increases, rpm decreases, weights move in, blade angle decreases again.

#20. The purpose of the Centrifugal feathering latch on a single acting propeller is to prevent:

CTM turning the propeller to fine pitches.

The propeller from accidentally feathering at high rpm.

The propeller from feathering on shut down.

The propeller from overspeeding if the flight fine pitch stop fails to reset.

#21. A hydraulic accumulator may be fitted to a single acting propeller to provide pressure for:

Normal constant speed operation of the propeller.

Operation of the propeller in the event of failure of the CSU pump.

Feathering and unfettering the propeller.

Unfettering the propeller.

#22. If it is required to increase the rpm of a variable pitch propeller without moving the power lever, the propeller lever must be moved:

Forward, the governor weights move inwards, blade angle increases.

Backward, the governor weights move outwards, blade angle decreases.

Forwards, the governor weights move inwards, blade angle decreases.

Forwards, the governor weights move outwards, blade angle decreases.

#23. The CSU incorporates an oil pump. Its purpose is:

To provide pressure to feather the propeller.

To provide pressure to unfeather the propeller.

To increase the engine oil pressure to a higher pressure to operate the propeller pitch change mechanism.

To ensure adequate lubrication of the CSU.

#24. A propeller blade is twisted along its length:

To maintain a constant angle of attack from root to tip of the blade.

To compensate for the Centrifugal Twisting Moment.

To increase the thrust given by the tip.

To maintain constant thrust from root to tip.

#25. Propeller torque is:

The tendency of the propeller to twist around its longitudinal axis.

The helical path of the propeller through the air.

The turning moment produced by the propeller about the axis of the crankshaft.

The thrust produced by the propeller.

#26. The greatest stress on a rotating propeller occurs:

At the tip.

At about 75% of the length.

At the mid point.

At the root.

#27. The Beta range of a propeller is from:

The feather stops to the Ground Fine Pitch stop.

The feather stops to the Flight Fine Pitch stop.

The feather stops to the reverse pitch stop.

The Flight Fine Pitch stop to the reverse pitch stop.

#28. An ‘Auto - Feathering’ system senses:

Low rpm.

Decreasing rpm.

High torque.

Low torque.

#29. What happens to the pitch of a variable pitch propeller in order to maintain constant rpm when (i) IAS is increased and (ii) Power is increased?

(i) increases (ii) decreases

(i) decreases (ii) increases

(i) increases (ii) increases

(i) decreases (ii) decreases

#30. Propellers may have an ‘avoid’ range of rpm:

To avoid resonance peaks which could lead to fatigue damage to the propeller.

To avoid excessive propeller noise.

Because the engine does not run efficiently in that rpm range.

To avoid the possibility of detonation occurring in the engine.

#31. What is the preferred direction for aircraft parking prior to start-up?

Tail into wind.

Nose into wind.

1st engine to be started on windward side.

Facing towards the duty runway threshold to enable easy taxi-out.

#32. Prior to starting a piston aero engine (in line inverted) and after ensuring that the ignition is “OFF”, which check may have to be carried out?

Check that the pilot’s flying licence is still in-date.

No further checks are necessary.

Obtain start-up permission from the Tower.

Carry out a check for engine hydraulicing.

#33. When an engine starts up and the starter key is released, to what position does the key return?

“OFF”.

“ON”.

“BOOSTER”.

“BOTH”.

#34. Immediately an engine has started up, what is the first instrument reading to be checked?

Oil pressure.

Battery volts.

Gyro erection.

Vacuum.

#35. What would be the likely effect of prolonged running with a weak mixture?

Overheating

Failure to come up to correct running temperature.

Carburettor icing.

High oil pressure.

#36. Should over-priming cause a fire to start in the engine’s carburettor during starting, what is the best immediate action?

Evacuate the aircraft and make a “flash” call to the airport fire services.

Shut down the engine. The fire will extinguish itself.

Keep the engine turning on the starter motor and select “idle cut-off”. The fire should be drawn through the engine.

Select weak mixture on the mixture control and rapidly increase RPM.

#37. When is the “Reference RPM” of an engine established?

Before the first flight of the day.

During engine warm-up.

By the engine’s manufacturer during “Type Testing”.

When the engine is first installed in an aircraft.

#38. When is “Static Boost” noted?

Before engine start.

Just after engine start, while warming up.

It is permanently marked on the boost gauge.

It must be calculated from the airfield QNH.

#39. At what RPM is a Magneto “dead cut” check carried out?

At ground warm-up RPM.

At Reference RPM.

At Take-off RPM.

During the “Mag. drop” check.

#40. If, during a “Mag. drop” check the engine cuts, what action must be taken?

Immediately switch to “Both” and recheck.

Select the other magneto, increase RPM to burn off the plug fouling and recheck.

The engine must be stopped.

Decrease RPM to idle for no more than 1 minute. Reselect reference RPM and recheck.

#41. If, during a “Mag. drop” check there is no drop in RPM, what is the most likely cause?

A really good ignition system.

One of the switches being seized in the open circuit position.

One of the switches being seized in the closed circuit position.

The plug leads from that magneto have not been connected.

#42. What are the main reasons to exercise a propeller from fine to coarse pitch after warm-up?

In order that a pilot may practise propeller control technique before take-off.

To pre-set the feathering signal before take-off, in case of an emergency.

To check that a full range of control is available at take-off boost.

To replace the cold oil in the pitch change mechanism and check RPM control.

#43. At what mixture and carb. heat setting is a take-off normally carried out?

Fully weak and carb. heat fully off.

Fully rich and carb. heat fully on.

Fully rich and carb. heat fully off.

Fully weak and carb. heat fully off.

#44. Why, when climbing, is the engine temperature monitored carefully?

A low temperature will be the only sign that pre-ignition is occurring.

Decreasing air density will reduce the engine cooling system’s efficiency.

A low engine temperature can give rise to poor atomisation of fuel, and thus adversely affect Specific Fuel Consumption.

Use of high power at relatively low speed can allow engine temperature to creep up.

#45. When cruising in a fixed-pitch propeller equipped aircraft, what, from the list below, would be the symptoms of carburettor icing? 1. Increase in manifold temperature. 2. Decrease in RPM. 3. Loss of airspeed. 4. Increase in engine temperature. 5. Loss of altitude. 6. Loss of oil temperature. 7. Increase in RPM. Choose from the following:

(2), (3) and (5)

(1), (2) and (7)

(4), (5), (6) and (7)

(3), (4), (5) and (7)

#46. What is the main danger from using a weak mixture at a high power setting?

Low cylinder head temperature.

Low fuel pressure.

Pre-ignition.

Detonation.

#47. What are the most likely effects on an engine of a low power, high speed descent?

Engine over-speeding and consequent damage.

Engine overcooling and carburettor icing.

Engine overheating and oil cooler coring.

High oil temperature and piston ring gumming up.

#48. What problem is prevented by the use of the correct running down procedure?

Spark plug fouling.

Oil cooler coring.

Very high rate of piston ring wear.

Over high temperatures on next start-up.

#49. What is the correct way to shut down an engine?

Switch off both magnetos together.

Switch off the fuel booster pump.

Move the mixture control to ICO.

Feather the propeller when at idle RPM.

#50. What are the two main symptoms of an excessively rich mixture?

Loss of power and a drop in cylinder head temperature.

Gain in power and a drop in cylinder head temperature.

Loss of power and a rise in cylinder head temperature.

Gain in power and a rise in cylinder head temperature.

Dgca Question Bank For Pilots

Results