23. MODULE 17A (B1) — PROPELLER

32 multi-choice. Time allowed 40 minutes.

1 / 32

A Propeller With An Adjustable Blade Can Be Adjusted

In Flight

On The Ground With The Engine Stationary

On The Ground With The Engine Running

2 / 32

Aerodynamic Twisting Moment Tends To

Decrease Angle Of Attack

Decrease Blade Angle

Increase Blade Angle

3 / 32

The Limits For Blade Angle Are Controlled By Pitch Stops On The

Cylinder

Propeller Shaft

Blade Root

4 / 32

Constant Speed Non-feathering Mccauley, Hartzell And Other Propellers Of Similar Design Without Counterweights Increase Pitch Angle Using

Centrifugal Twisting Moment

Oil Pressure

Spring Pressure

5 / 32

After Removal Of Aluminium Blade Damage, The Affected Surface Should Be Polished With

Powdered Soapstone

Fine Steel Wool

Very Fine Sandpaper

6 / 32

Automatic Feathering Will Occur When The Following Parameters Exist, With The Hp Cock

Closed, Power Lever Above 75%, Torque Above 50 Psi

Open, Power Lever Above 75%, Torque Below 50 Psi

Open, Power Lever Below 75%, Torque Below 50 Psi

7 / 32

How Can A Steel Propeller Hub Be Tested For Cracks?

By Etching

By Magnetic Particle Inspection

By Anodizing

8 / 32

Metal Fixed-pitch Propellers Are Made From

Steel Alloys

Bronze Alloys

Duralumin Or Aluminum Alloys

9 / 32

An Aerodynamic Correction Factor That Is Preceded By The Letter ‘q’ Indicates

Thrust Balance

Torque Balance

Dynamic Balance

10 / 32

When Inhibiting A Propeller Off-wing, The Blades Are Left In The

Fine Pitch Position

Fully Feathered Position

11 / 32

A Conventional Turboprop Torque Meter Uses

Coiled Spring Levers As The Pressure Medium

Hydraulic Oil As The Pressure Medium

Engine Oil As The Pressure Medium

12 / 32

If The Propeller Cone Or Hub Cone Seats Show Evidence Of Galling And Wear, The Most Likely Cause Is

The Pitch Change Stops Were Located Incorrectly, Causing The Cone Seats To Act As The High Pitch Stop

The Propeller Retaining Nut Was Not Tight Enough During Previous Operation

The Front Cone Was Not Fully Bottomed Against The Crankshaft Splines During Installation

13 / 32

If Rpm Has To Be Altered With Synchronization Selected, What Action Is Required?

Switch Off Synchronizer And Select New Rpm

Select Slave Engine Rpm Lever

Select Master Engine Rpm Lever

14 / 32

Preloading Propeller Blades Before Installation Prevents

Blade Distortion

Blade ﬂutter

Aerodynamic Imbalance On The Blades

15 / 32

In What Position Is The Constant-speed Propeller Control Placed To Check The Magnetos?

Full Increase, Low Propeller Blade Pitch Angle

Full Decrease, Low Propeller Blade Pitch Angle

Full Increase, High Propeller Blade Pitch Angle

16 / 32

If The Spur Gear Pump In A Single Acting Propeller Governor Failed, The

Blades Would Rotate To A Fine Pitch

Blades Would Turn To A Coarse Pitch

Blades Would Move To The Feather Position

17 / 32

In The Beta Range, If The Power Lever Is Advanced To Increase The Fuel, The
blade Angle

Remains The Same

Decreases

Increases

18 / 32

Temporary Storage Is Generally Defined As Non Use Of Aircraft For

30 Days

90 Days

60 Days

19 / 32

On Propeller Securing Plates Circlips Should Be

Used Again As Long As The Circlip Springs Back First Time

Used Once Only

Annealed And The Springiness Put Back Into The Circlip Before It Can Be Used Again

20 / 32

A Propeller Synchronising System Allows To Reduce Noise And Vibration By

Adjusting The Plane Of Rotation Of All Propellers

Setting The Rpm Of All Propellers Exactly The Same

Adjusting The Phase Angle Between The Propellers

21 / 32

A Propellor Brake Has An Interlock, This Is Connected To

Hp Fuel Cock

Lp Ful Cock

Throttle

22 / 32

In Relation To A Propeller Aircraft, Synchrophasing Would Be Used On

All Aircraft

All Multi Engined Aircraft

Turboprop Aircraft

23 / 32

A Propeller Synchrophasing System Allows A Pilot To Reduce Noise And Vibration By

Adjusting The Plane Of Rotation Of All Propellers

Setting The Rpm Of All Propellers Exactly The Same

Adjusting The Phase Angle Between The Propellers

24 / 32

Pitch Control Using Torque Measuring Is For

Reducing Drag In Engine Failure

Reducing Drag In Binding

Increasing Drag

25 / 32

A Wooden Propeller In Storage

Should Not Be Wrapped At-all

Should Be Wrapped Tightly

Should Be Wrapped Loosely

26 / 32

The Difference Between Torque Force And Thrust Force Is

Torque Force Is Parallel To The Plane Of Rotation, Thrust Force Is Perpendicular To Plane Of Rotation

Torque Force Is Perpendicular To The Plane Of Rotation, Thrust Force Is Parallel To Plane Of Rotation

Nothing, Since Both Act In Same Direction.

27 / 32

Indentations To The Blade Face Are Measured

Individually And Collectively

Individually

Collectively

28 / 32

Propeller Blade Sections Are Normally Measured In Intervals Of

8 Inches

6 Inches

10 Inches

29 / 32

A Turbo-prop Engine

Uses A Spur Gear Reduction System

Uses An Epicyclic Reduction Gear System

Does Not Require A Reduction Gear System Due To The Propshaft Being Driven From The Low Speed Compressor

30 / 32

De-icing Of The Propeller Can Be Monitored By

Viewing The Deicing ﬂuid Level Sight Glass

An Ammeter In The ﬂight Deck

Viewing The Blade And Observing Ice Falling Oﬀ The Blade

31 / 32

In A De-icing System, How Is Continuous Operation Observed?

By Monitoring The Ammeter When Setting System To 'cyclic' Or 'continuous' Mode

By Observing The Voltmeter When Setting System To 'cyclic' Or 'continuous' Mode

By Observing The System Operation Annunciator

32 / 32

In The Beta Range, If The Power Lever Is Advanced To Increase The Fuel, The Blade Angle

Remains The Same

Decreases

Increases

Your score is

The average score is 58%

0%

23. MODULE 17A (B1) — PROPELLER

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