Setting Up MCQ & Essay Questions For Part 66 Exams

Methodology
Setting up
MC & Essay questions
for Part-66 examination
LPLUS GmbH, Bremen 2008
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COPYRIGHT LPLUS GMBH
Content
1.1.
Formal construction at computer compatible questions
1.1.1.
Standard question elements
1.1.1.1. Question Header
1.1.1.2. Question Types
1.1.1.3. Annexe(s)
2
Requirements of Part-66 questions

2.1.
4
4
4
4
4
6
Basic Knowledge Requirements Category A, B1, B2 and C Aircraft Maintenance Licence
2.2.
Learning Objectives Category A, B1, B2 and C Aircraft Maintenance Licence
2.2.1.
LEVEL 1
2.2.2.
LEVEL 2
2.2.3.
LEVEL 3
6
6
6
6
2.3.
Principal requirements
Setup Multiple-choice Questions
3.1.
Preface
3.1.1.
Validity
3.1.2.
Reliability
3.1.3.
Efficiency
3.1.4.
Difficulty of Construction
7
8
8
9
9
3.2.
Writing Multiple-choice Questions
9
3.2.1.
Anatomy of a Multiple-choice Questions
10
3.2.2.
Multiple-choice question types
10
3.2.3.
Principals of writing Multiple-choice Questions
10
3.2.3.1. Specifications to write Multiple-choice Question Text
10
3.2.3.2. Specifications to write Multiple-choice Answer Text
13
3.2.3.3. Formal aspects
14
3.2.3.4. Measuring Higher-Level Objectives with Multiple-choice Questions
17
3.2.4.
Examples
18
3.2.4.1. Example 1: Positive single choice from four answers to choose from
18
3.2.4.2. Example 2: Negative single choice from four answers to choose from
19
3.2.4.3. Example 3: Matching
20
3.2.4.4. Example 4: Each question assess a single written objective
21
3.2.4.5. Examples 5: Direct Question
22
3.2.4.6. Example 6: Incomplete Sentence
23
3.2.4.7. Example 8: Optimization of question text phrasing
23
3.2.4.8. Example 7: Optimization of answer text phrasing
24
3.2.4.9. Example 8: Keep the answers mutually exclusive
24
3.2.4.10.
Example 9: Keep the answers homogeneous in content
25
3.2.4.11.
Example 10: Keep the grammar of each answer consistent with the question text.
25
3.2.4.12.
Example 10: Keep the answers similar in length
26
3.2.4.13.
Example 11: Avoid the use of specific determiners
26
3.2.5.
General Checklist Multiple-choice
27
3.2.6.
Wording Checklist Multiple-choice
28
4
Setup Essay Questions
29
4.1.
Preface
29
4.2.
Specifications to Essay questions
29
4.3.
Writing Essay Questions
29
4.4.
Marking Essay Questions
30
4.5.
Weighting Essay Answer
31
4.6.
Sample of typical errors in written answers
31
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4.6.1.
4.6.2.
4.6.3.
Significant Errors
Minor Errors
Incorrect Language
31
31
31
4.7.
Essay Question forms
32
4.8.
General Checklist Essay
35
4.9.
Wording Checklist Essay
36
Use of Diagrams
37
5.1.
General
37
5.2.
Diagram Types
37
5.3.
Diagram Formats
37
5.4.
Set Up of diagrams
38
5.5.
Saving diagrams
40
5.6.
Labelling of Graphics
41
5.7.
Schematic display of a questions with graphic objects
41
5.8.
Check list Using diagrams
42
5.9.
Example: List of Diagrams in Part-66 Question Bank
42
Attachment 1: Part-66 Terms
43
Attachment 2: Part-66 Abbreviations
69
Attachment 3: Overview Number of Questions needed
78
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1.1.
Formal construction at computer compatible questions
1.1.1.
Standard question elements

For each question the following construction is defined as standard:
Element 1: Header (General data)
Element 2: Question (-type)
Element 3: Annexe(s) (to the specific question)
Element 4: Statistics / Feed back
Question System Elements

Header
Annexe(s)
Question (-type)
Statistics / Feed
back
1.1.1.1.
Question Header
The header of a question describes all existential information behind the question
(and answer) text. They are necessary for an effective and time saving
administration of larger data bases1. Examples are
Question ID,
Creation Date,
Last Update Date,
Status flag,
Reference to learning objective,
Reference to module and syllabus paragraph / subparagraph, Level,
Category,
Scheduled working time,
Difficulty Level.
1.1.1.2.
Question Types
Following question types are allowed to be used:
Multiple-choice question with 4 answers and 1 correct answer
Essay questions
1.1.1.3.
Annexe(s)
In this context, an Annex refers to a document that is needed to solve the
question(s). One or more Annexes may be needed to solve a particular
Refer to the question bank management for a detailed list of fields

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question. The use of Annexes supports the learning objectives Level 2 and
Level 3 in particular2.
Annexes should not be larger then DIN A 4 and in good clear quality and
suitable for the purpose of solving the question. They can be used as prints as
well as digitised documents in the format jpg, gif or png for computer based
examinations.
Manual feed back
Question appears in an examination
Automatic report
Question databank
Please refer to chapter 5 Use of Diagrams for more details

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Requirements of Part-66 questions
2.1.
Basic Knowledge Requirements Category A, B1, B2 and C Aircraft

Maintenance Licence
Basic knowledge for categories A, B1 and B2 are indicated by the allocation of
knowledge levels indicators (1, 2 or 3) against each applicable subject. Category
C applicants must meet either the category B1 or the category B2 basic
knowledge levels.
The knowledge level indicators are defined as follows:
LEVEL 1
A familiarisation with the
principal elements of the
subject.
LEVEL 2
A general knowledge of the
theoretical and practical
aspects of the subject.
An ability to apply that
knowledge
LEVEL 3
A detailed knowledge of the
theoretical and practical aspects of
the subject.
A capacity to combine and apply the
separate elements of knowledge in
a logical and comprehensive
manner.
2.2.
Learning Objectives Category A, B1, B2 and C Aircraft Maintenance Licence
2.2.1.
LEVEL 1
(a) The applicant should be familiar with the basic elements of the subject.
(b) The applicant should be able to give a simple description of the whole subject,
using common words and examples.
(c) The applicant should be able to use typical terms.
2.2.2.
LEVEL 2
(a) The applicant should be able to understand the theoretical fundamentals of
the subject.
(b) The applicant should be able to give a general description of the subject using,
as appropriate, typical examples.
(c) The applicant should be able to use mathematical formulae in conjunction with
physical laws describing the subject.
(d) The applicant should be able to read and understand sketches, drawings and
schematics describing the subject.
(e) The applicant should be able to apply his knowledge in a practical manner
using detailed procedures.
2.2.3.
LEVEL 3
(a) The applicant should know the theory of the subject and interrelationships with
other subjects.
(b) The applicant should be able to give a detailed description of the subject using
theoretical fundamentals and specific examples.
(c) The applicant should understand and be able to use mathematical formulae
related to the subject.
(d) The applicant should be able to read, understand and prepare sketches,
simple drawings and schematics describing the subject.
(e) The applicant should be able to apply his knowledge in a practical manner
using manufacturer's instructions.
(f) The applicant should be able to interpret results from various sources and
measurements and apply corrective action where appropriate.
2.3.
Principal requirements
(a) Questions must be written in Aviation language.
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(b) Questions that require specialised knowledge of specific aircraft types should
not be asked in a basic licence examination.
(c) Multiple-choice question must have four alternative answers of which only one
must be the correct answer and the candidate must be allowed a time per
module which is based upon a nominal average of 75 seconds per question.
(d) The primary purpose of essay questions is to determine that the candidate can
express themselves in a clear and concise manner and can prepare a concise
technical report for the maintenance record, which is why only a few essay
questions are required. The candidate must be allowed a time per essay
question of 20 minutes.
(e) The examination should measure clearly formulated goals. Therefore the field
and depth of knowledge to be measured by each question must be fully
identified.
(f) For pass mark purposes, the essay questions should be considered as
separate from the multiple-choice questions.
(g) For the increase of the descriptiveness and the close-to-reality one the use of
diagrams is particularly suitable in tasks. The use of diagrams in questions
must follow to the rules of the appendix "Using Diagrams.
(h) Calculators are not allowed during examination. Therefore all calculations
should be feasible without a calculator. Where a question involves
calculations not feasible without a calculator, such as , , then the question
should specify the approximate value of
.
(i) The use of abbreviations, and acronyms should generally be avoided.
However where needed, only internationally recognised abbreviations,
acronyms should be used. In case of doubt use the full form, e.g. angle of
attack = 12 degrees instead of a= 12. This means, for example, that only
abbreviations commonly employed in the specialist field are used, without an
additional spelled-out explanation in brackets.
(j) The use of units must follow the international rules and style conventions3.
(k) Oral type questions may not be used as the primary means of examination
because of the difficulty in establishing consistency of standards between
examiners or day to day. Nothing however prevents the competent authority
from meeting potential certifying staff for the purpose of ensuring they
understand their obligations and responsibilities in the application of
maintenance Parts.
(l) Questions must be referred to Part-66 module syllabus, category and
Appendix level as defined in Appendix I.
(m) The layout of question should be homogenous. Only one font may be used for
the question and the answer text. For the better optical distinction the
additional elements like statements, situations or scenarios should be
distinguished homogeneously by using different colours. The direct question
text should be of course identifiable. It should be separated from opening text
by an empty line, always begin at a new line and positioned at the end of the
question text.
3
Setup Multiple-choice Questions
3.1.
Preface
Multiple-choice questions are not a panacea. They have advantages and
limitations just as any other type of question. Authors of questions need to be
3
- A PDF file of units of measurement can be found at

http://ts.nist.gov/WeightsAndMeasures/Metric/upload/EUMetricDirective2010.pdf
- Refer also to
SI Unit rules and style conventions, National Institute of Standards and
Technology (NIST), [Docket No. 980430113-8113-01]
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aware of these characteristics in order to use multiple-choice questions

effectively.
Multiple-choice questions are appropriate for use in each Part-66 Module, and can
be used to measure a great variety of educational objectives. They are adaptable to
the three knowledge levels, from simple recall of knowledge to more complex
levels, such as the applicants ability to:
analyze phenomena,
apply principles to new situations,
comprehend concepts and principles,
discriminate between fact and opinion,
interpret cause-and-effect relationships,
interpret charts and graphs,
judge the relevance of information,
make inferences from given data,
solve problems.
The difficulty level of multiple-choice questions can be ensured by rephrasing
the answers and/or changing the order of the alternatives.
3.1.1.
Validity
In general, it takes much longer to respond to an essay test question than it
does to respond to a multiple-choice question, since the composing and
recording of an essay answer is such a slow process. A candidate is therefore
able to answer many multiple-choice questions in the time it would take to
answer a single essay question. This feature enables to test a broader sample
of a Part-66 Module in a given amount of testing time. Consequently, the test is
likely to be more representative of the candidates overall achievement in the
Part-66 Module.
Ultimately, the validity (and reliability) of the examination depends on the quality
of the individual questions. Questions are most likely to be suitable for use in an
examination when they fulfil the criteria below. The following principles should be
observed when developing multiple-choice questions.
A question will contribute to the validity of the examination, if following conditions
are considered:
3.1.2.
(a) The chosen subject matter of the questions is relevant to the practical
maintenance work. Splitting hairs should be avoided, as should be trivialities.
(b) The level is correct.
An examination which is primarily intended to test the understanding and
application competence of knowledge should not consist of questions that
merely require the availability of memorised individual facts.
(c) It focuses on a clearly defined content or problem and is a self-contained
entity.
(d) There is clearly one true solution.
Content on which there are controversial scholarly opinions are unsuitable for
the multiple-choice method, unless a specific scholarly opinion is expressly
asked for.
Reliability
Well-written multiple-choice questions compare favourably with other question
types on the issue of reliability. Since multiple-choice questions are objectively
scored, they are not affected by scorer inconsistencies as are essay questions
and they are essentially immune to the influence of bluffing and writing ability
factors, both of which lower the reliability of essay can test scores.
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A question contributes to the reliability of the examination if it differentiates in the

sense of the examination, i.e. when it is selective. Following conditions should be
considered:
(a) The question is appropriate with regard to the difficulty of the category.
Questions which are too difficult and leave even good candidates guessing
are particularly problematic.
(b) The question is clearly phrased.
The question should test candidates knowledge rather than their
understanding of language or how lucky they are in finding the right
interpretation.
(c) The question does not contain any unintended pointers to the solution (cues).
It is supposed to test knowledge and not experience in multiple-choice exams
or the ability to crack tests.
The guessing factor reduces the reliability of multiple-choice question scores
somewhat, but increasing the number of questions on the test offsets this
reduction in reliability.
The following table illustrates this principle.
Number of Questions
(4 alternative answers, 1 correct answer)
Chance of Scoring 70% or higher by

blind guessing alone
1 out of 16
1 out of 64
10
1 out of 285
15
1 out of 8,670
20
1 out of 33,885
25
1 out of 942,651
For example, if the test includes a section with only two multiple-choice questions
of 4 alternatives each (a b c d), you can expect 1 out of 16 of your candidates to
correctly answer both questions by guessing blindly. On the other hand if a
section has 15 multiple-choice questions of 4 alternatives each, you can expect
only 1 out of 8,670 of your candidates to score 70% or more on that section by
guessing blindly.
3.1.3.
3.1.4.
3.2.
Efficiency
Multiple-choice questions are amenable to rapid scoring, which is often done by
using a master-solution template for paper&pencil (written) examinations or by
computer based examinations. This expedites the notification of test results to
the candidates.
Difficulty of Construction
Good multiple-choice questions are generally more difficult and time-consuming
to write than other types of questions. Coming up with plausible alternative
answers require a certain amount of skill. This skill, however, may be increased
through study, practice, and experience.
Writing Multiple-choice Questions
These instructions describe the methodology to be followed when writing multiplechoice questions for Part-66. Behind a description of general rules, correct
phrasing and avoiding unintended cues the findings are illustrated as far as
possible in the form of questions which refer to the modules. Whenever necessary
an example will illustrate the use of the relevant rule, by comparison of a poor
solution with a better solution.
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Please do not use any of the example questions for a real examination. The used
examples in this guidance manual are only designed to show the principles of the
relevant rule.
It needs to be emphasised here that the present instructions neither replace
experience nor do they save the time commitment required to produce good
multiple-choice elements.
New authors are recommended to learn writing and revising multiple-choice
elements at a workshop lasting at least one day. Ideally, authors should
furthermore be regularly kept up to date about the results of their reviewed
questions so that they are able to learn from their mistakes.Producing questions
takes time: even practised authors take at least one hour to produce a multiplechoice question.
3.2.1.
Anatomy of a Multiple-choice Questions

A multiple-choice question consists of two basic parts:
The question text, which can be just a question or a problem
(situation/scenario). The problem may be in the form of either a direct question
or an incomplete statement.
The list of answers. It has one true answer and three incorrect answers.
Multiple-choice Question
The valve which allows oil to either flow
through or by-pass a serviceable
engine oil cooler is:
False
False
False
True

a. pressure activated
b. manually activated
c. pneumatically activated
*d. temperature activated
Question Text
Answers
3.2.2.
Multiple-choice question types

Multiple-choice 1 from 4 can be raised as
Positive single choice out of four answers to choose from
Negative single choice out of four answers to choose from
Often the positive form of multiple-choice questions is as well suited as the
negatively phrased type, with regard to validity as well as reliability.
3.2.3.
Principals of writing Multiple-choice Questions

When devising multiple-choice elements as a part of a multiple-choice question
the questions thus produced should, as a rule, test more than mere factual
knowledge and be largely free from formal errors. They should be good enough to
ensure the validity and reliability of an examination.
If multiple-choice questions are to test more than factual knowledge, complex
problems need to be presented which contain several pieces of information that
need to be interpreted and integrated. Good questions therefore frequently
require an elaborate core.
The following principals should be observed when developing multiple-choice
questions:
3.2.3.1.
Specifications to write Multiple-choice Question Text

(a) In multiple-choice questions, answers will often have to be weighed. In almost
all cases, this is only possible if they are short and clear.
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The question formulation (statement, situation, scenario) may be long, but the
answers should be short!
Good structure: long core with information
part and question, short answers
Bad structure: short core or question,

long answers
Statement, situation, scenario
Statement, situation, scenario

a)
b)
a)
b)
c)
c)
d)
d)
(b) Questions and answers should be formulated as simply as possible: the

examination is not a test of language. Complex sentences, unusual grammar
and double negatives should be avoided. Questions should not deliberately be
made complicated or intentionally designed as trick questions.
When phrasing questions you should ensure that the question text
contains all the information required for the answer so that no additional
information needs to be given in the answer,
does not, as a rule, contain superfluous information:
The exception is a question intended to test the ability to filter out
relevant information. But otherwise precious time would be wasted by
including unnecessary text,
should always be phrased positively:
Negative questions are not desirable from a validity point of view. A
negative phrasing of the question text will invariably result in confusing
double negatives.
(c) The difficulty of a question should be determined by the complexity of the
underlying problem, the level (understanding, problem solving), and the
subtlety of the required differentiation (proximity of the possible answers to
each other). It is unfair and certainly contrary to the intention of the test to use
formal tricks in order to make a simple question more difficult.
What does the subject matter of the question aim at?
The syllabi of the individual modules specify the topics on which questions
must be written. Questions should always refer to a narrow aspect, i.e. at the
lowest level. This avoids questions that are too abstract.
If the following question is asked on a Module 1 subject:
Which of the following statements about percentage calculation applies?
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The subject is certainly too broad and too heterogeneous for a multiple-choice
question.
Relevant questions within a topic are derived mainly from the detailed aspects
a maintenance technician is most frequently faced with,
where errors may have grave consequences,
where erroneous views are widespread.
To check the relevance of the intended topic one may ask the question:
How important is it that the candidate is able to solve this problem
independently or answer the resulting question correctly?
Starting from your own experience or from a specific non-binding request from
a non-specialist can produce extremely application-based and relevant
questions.
However, care should be taken not to pick interesting special cases.
It is important to use textbooks to verify and document the factual accuracy of
a question and the true answer(s). Textbooks may also be helpful for finding
good false answers. However, their usefulness as a source of inspiration for
questions is limited. Although, whenever the intention is to test theoretical
knowledge in the narrower sense (basic knowledge), textbooks do have a
place in assisting to phrase or copy questions to test learning objectives.
However, this procedure often produces purely academic questions, the
suitability of which for testing competence is doubtful.
Check the relevance of the intended topics to the application by asking the
question:
Will an applicant be faced with this problem/question in practice?
Question texts can consist of a single question:

Which of the following item influences the operation of an
automatic fuel control unit on a turbojet engine?
Or a statement:
The active clearance control (ACC) portion of an EEC system
increases turbine engine efficiency by:
Although it is possible to test relevant knowledge using such texts, they merely
test factual knowledge as a rule.
But multiple-choice questions can be and should be also used to test the
ability to interpret and to integrate information, and to apply theoretical
knowledge to a specific problem (See also Knowledge Level 3: 2.2.3).
For this, the question texts should present information about a problem. This,
for example, could be a technical case study (fault, repair measures to be
taken, etc).
The concrete short question follows separately:
You find that there is exterior damage to a light-alloy propeller
blade. The damage consists of slight indentations and notches
caused by stones.
What is the correct assessment?
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The information section can contain illustrations, e.g. photographs, graphics,

or checklists etc..
3.2.3.2.
Specifications to write Multiple-choice Answer Text

Badly chosen and/or phrased answers in a relevant problem situation frequently
result in entirely unsuitable questions. To contribute to the validity and reliability of
a test, finding the right answer should only depend on whether the knowledge to
be tested is available, if possible. To achieve this, the possible answers need to
meet a series of content, formal and linguistic criteria.
(a) A question should comprise one complete positive answer.
(b) The correct answer should be absolutely correct and complete or, without
doubt, the most preferable. Responses that are so essentially similar that the
choice is a matter of opinion rather than a matter of fact should be avoided.
The main interest in multiple-choice questions is that they can be quickly
performed: this is not achieved if doubt exists about the correct answer. The
right answer should definitely be the only correct one.
(c) Each possible answer should be short and only contain one statement.
(d) All possible answers should fall into the same category, i.e. they should be
homogenous in content (e.g. all measurement units, all diagnoses, all causes,
all steps/measures, etc.).
(e) There should be good reasons for any false answer. For example, these may
be frequent erroneous opinions, wrong concepts, outdated views, etc. There
should at least be a clearly understandable relationship with the question
subject matter. A justification for each false answer should be written.
(f) Even bad candidates will be able to immediately exclude such implausible,
trivial or totally nonsensical false answers. This increases the chance to guess
the right answer. It makes no sense at all to provide an absurdity as a false
answer.
(g) Overlapping answers should only be used if the underlying problem requires it.
They should not be used to intentionally make a question more difficult.
(h) Phrases such as All the above or answers such as Both B as well as C are
right should not be used. If this is the intended right answer, then more than
one right answer exists and a matching question should be taken in mind.
(i) The false alternatives should seem equally plausible to anyone ignorant of the
subject. All of the alternatives should be clearly related to the question and of
similar vocabulary, grammatical construction and length. In numerical
questions, the incorrect answers should correspond to procedural errors such
as corrections applied in the wrong sense or incorrect unit conversions: they
should not be mere random numbers.
False answers do not need to differentiate themselves from the right answer
in an obvious way. It is possible to ask candidates to weigh up various
different shades of grey an intellectually more demanding and frequently
more realistic situation to ask questions at Level 2 and Level 3.
(j) The answers should be randomised in an individual examination4.
This means, the same question will have a different sequence in any individual
examination it appears. Even when printing a paper&pencil examination pattern it can be
generated with randomized answers.
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3.2.3.3.
Formal aspects
Formal criteria are mainly about avoiding any unintended hints at the solution, the
cues. Cues enable MC experienced candidates to identify the correct answer
even without any specialist knowledge, or to eliminate incorrect answers thus
improving their chance of guessing the correct one. The second objective is to
minimize the influence of particular answering trends by candidates. The following
examples will illustrate the most important and most frequent cues by these
nonsense questions.
Therefore, do not attempt to answer the following questions with regard to the
content:
(a) False answers should be almost of the same length and have the same level
of differentiation as the correct answer.
Example of an incorrect phrasing
How often can a locknut with fibre ring be used?
a. twice
b. always once only
c. three times
d. four times
Authors are obviously focused on the correct answer and they try to phrase
this as precisely as possible. Little attention is paid to the false answer, which
is perceived as a mere background noise. Candidates who are experienced
in tests would have a good chance of success by selecting answer b.. It is
not always possible to produce answers that are of equivalent length and
complexity. However, authors should ensure that the correct answer does not
stand out.
Page 14 of 80
(b) All answers should fit the question text grammatically.

The information is part of an
a. Annex
b. Book
c. Picture
d. Video
For reasons of grammar (an Annex, a Book, a Picture, a Video), only (a.) can
be the correct answer. It probably happens rarely that two answers can be
eliminated, but it will frequently happen that some will not be considered. To
check, authors should read each answer together with the question when
checking the cue.
(c) Avoid verbal associations between question text and correct answer.
The characteristic of a T-tail unit is
a. Rudder and elevator form a U
b. Rudder and elevator form a T
c. Rudder and elevator form a V
d. Rudder and elevator form a Y
S
Since the letter T appears in both (question text and answer B), it will increase
the likelihood of it being the correct answer. The cue can be avoided by rephrasing it or by adding an illustration:
Example of a better presentation of the question
The tail unit of the shown aircraft is ...
a. a cross tail unit
b. a T-tail unit
c. a V tail unit
c. a M tail unit
(d) Hidden cues to the right answer should be avoided.

A connection screw can be installed in two different positions. Which
location is correct from safety point of view?
a. The nut must be installed at the bottom, because the
bolt will not fall out even when the nut is lost.
b. The nut must be installed at the top, because
it is easier to tighten it.
c. The nut can be installed as desired, depending
on the working position.
4
d. The nut can be installed as desired, depending

on the size of the nut.
Answer a. will be identified as right even without specialist knowledge since it

comes complete with a safety reason.
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(e) Absolute terms such as never, always should not be used in order to make
statements clearly false. Such absolutes often enable false answers to be
identified intuitively. The desired statement is usually clear even without the
addition of absolutes.
a. The nut must be installed at the bottom.
b. The nut must always be installed at the top.
c. The nut may be installed as desired.
d. The nut may not be installed at any position.
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3.2.3.4.
Measuring Higher-Level Objectives with Multiple-choice Questions

Multiple-choice questions are frequently used to measure lower-level objectives,
such as those based on knowledge of terms, facts, methods, and principles like
knowledge level 1. The real value of multiple-choice questions, however, is their
applicability in measuring higher-level objectives, such as those based in
comprehension, application, and analysis like knowledge level 2 and 3 of Part-66.
(a) Comprehension
Objective: Identifies the effect of changing a parameter (rule using).
A pendulum consists of a sphere hanging from a string. What will
happen to the period of the pendulum if the mass of the sphere is
doubled? (Assume that the effects of air friction and the mass of the
string are negligible, and that the sphere traces an arc of 20 in a
plane as it swings.)
a. It will increase.
b. It will decrease to half of it.
*c. It will remain unchanged.
d. It will decrease to zero.
(b) Application
Objective: Identifies the correct application of principle (problem solving).
Only for examination
purposes!
Module-xx-001
In the diagram above, parallel light rays pass through a convex lens and
converge to a focus. They can be made parallel again by placing a:
a. Concave lens at point B.
b. Concave lens at point C.
c. Second convex lens at point B
*d. Second convex lens at point C
Page 17 of 80
(c) Analysis
Objective: Analyzes manual text and identifies patterns and
relationships.
[ The manual text is included here. ]
The chief purpose of statement XY is to:
a. show relation between part 7 and instruction XY
* b. show relation between part 9 and instruction XY
c. show relation between part 10 and instruction XY
d. show relation between part 12 and instruction XY
3.2.4.
3.2.4.1.
Examples
Example 1: Positive single choice from four answers to choose from
Definition:
Four possible answers or additions to a question or incomplete statement, from
which the only right answer should be selected.
Question:
In an aircraft with an empty weight of 2100 lbs and an empty weight CG position
of +32.5 inches the following changes were made:
a. Two 18 lbs passenger seats at station +73 were removed.
b. A modification to the structure was performed at station +77 which
increases the weight by 17 lbs.
c. A seat including safety belt weighing a total of 25 lbs were
installed at station +74.5.
d. An additional NAV device weighing 35 lbs was installed at station +95.
...and the appropriate question in the form of a question,

What is the new empty weight CG?
.
... or an alternative statement.
The new empty weight CG is:
There is only one right answer amongst the four answers to choose from. The
other three serve as false answers.
a. 30.01
b. 33.68
c. 34.65
d. 34.85
Page 18 of 80
3.2.4.2.
Example 2: Negative single choice from four answers to choose from

Definition:
A question or incomplete statement is followed by four answers or additions from
which to choose the exception or the least applicable. The negation should be
either bolded or underlined.
This question type can be used in those rare cases where knowledge of an
important exception is essential. What is actually being tested is the knowledge of
the three positive answers. The right answer is merely a by-product of the
solutions.
However, you should always ask yourself whether a positively formulated
question, e.g. knowledge of key (facts/important regulations, right results, most
likely consequences) might not be more relevant and more in line with actual use.
Question:
In an aircraft with an empty weight of 2100 lbs and an empty weight CG position
of +32.5 inches the following changes were made:
1. Two 18 lbs passenger seats at station +73 were removed.
2. A modification to the structure was performed at station +77 which
increases the weight by 17 lbs.
3. A seat including safety belt weighing a total of 25 lbs were installed
at station +74.5.
4. A NAV device weighing 35 lbs was repaired at station +95.
...and the appropriate question in the form of a question or a statement,

Which item is NOT relevant?
or alternative
NOT relevant is:
There is only one true answer amongst the four answers to choose from. The
other three serve as false answers.
a. 1
b. 2
c. 3
d. 4
Which of the following is NOT a good argument in a conflict situation about the
correct repair ?
*a. I am the chief, follow my instructions!
b. Follow the instructions of the textbook!
c. Ask a colleague to get more information!
d. Explain your reasons to me!
Page 19 of 80
For most educational objectives, candidates achievement is more effectively

measured by having him or her identify a correct answer rather than an incorrect
answer. Just because the candidate knows an incorrect answer does not
necessarily imply that he or she knows the correct answer. For this reason,
questions of the negative variety are not recommended for general use.
Occasionally, negative questions are appropriate for objectives dealing with safety
issues, where knowing what not to do is important. In these situations, negative
questions should be carefully worded to avoid confusing the candidate. The
negative word should be placed in the question text, not in the alternatives. In
addition, each of the alternatives should be phrased positively to avoid forming a
confusing double negative with the question text.
Poor Example
All of the following are correct actions for putting out a fire in a pan on the stove
EXCEPT:
a. Do not move the pan.
*b. Pour water into the pan.
c. Slide a fitted lid onto the pan.
d. Dont panic.
Better Example
All of the following are correct actions for putting out a fire in a pan on the stove
EXCEPT:
a. Leave the pan where it is.
*b. Pour water into the pan.
c. Slide a fitted lid onto the pan.
d. Keep cool.
3.2.4.3.
Example 3: Matching
In matching questions, candidates must select more than one correct element or
statement. These elements are numbered and each multiple-choice answer
presents a set of numbers.
Poor Example
The candidate is directed to identify the correct answer or answers by selecting
one of a set of numbers, each of which represent a combination of alternatives.
In the example below, a candidate can identify combination e. as the correct
response simply by knowing that element 4 is correct.
Which Elements belongs to a Truss Wing Structure?
1. Nose Rib
2. N Girder
3. Laminates
4. Rear Spar
The correct answer is:
a. 1 and 2
b. 2 and 3
*c. 1 and 4
d. 1 and 3
Page 20 of 80
Better Example
Which Elements belongs to a Truss Wing Structure?
1. Nose Rib
2. N Girder
3. Laminates
4. Rear Spar
The correct answer is:
a. 1 and 2
b. 2 and 3
*c. 1 and 4
d. 3 and 4
3.2.4.4.
Example 4: Each question assess a single written objective

Questions that are not written with a specific objective in mind often end up
measuring lower-level objectives exclusively, or covering trivial material that is of
little educational worth.
Often a situation is the foundation of the question. After reading the situation, the
candidate should know exactly what the problem is and what he or she is
expected to do to solve it. If the candidate has to infer what the problem is, the
question will likely measure the candidates ability to draw inferences from vague
descriptions rather than his or her achievement of a module objective.
Objective: Applicant knows the chief difference between production of
lift of helicopters and airplanes.
Poor Example
Helicopters:
*a. Need a rotor.
b. Need wings.
c. Need a long runway.
d. Need more speed.
Better Example
In order to fly there is a difference in principle between
helicopters and airplanes to produce lift. What is the correct
answer ?
a. Helicopters use a rotor system; airplanes use vertical jet propulsion.
b. Helicopters use a rotor system; airplanes use a vertical propeller system.
*c. Helicopters use a rotor system; airplanes use wings.
d. Helicopters use a rotor to increase horizontal speed; airplane use flaps.
Page 21 of 80
3.2.4.5.
Examples 5: Direct Question

As illustrated in the following examples, the questions may consist of either a
direct question or an incomplete sentence, whichever presents the problem
more clearly and concisely.
In the vast majority of civilian airplanes in which seat does the pilot in command
sit ?
*a. Left-hand.
b. Right-hand.
c. Back seat.
d. Preferred seat.
I
f the question is opened by a statement or a scenario the direct question should
be separated clearly from the preliminary information by a following empty line.
The direct question should begin in a new line and should if possible appear in
a different colour.
Poor Example
For most FMS the Fuel prediction function, which computes the remaining fuel
along the flight plan, takes into account the following situations:
1- the additional drag resulting in a flight carried out with the landing gear extended.
2- the current wind computed or the resulting ground speed.
3- the additional drag resulting in a flight carried out with the flaps stucked, partly
extended.
4- the additional drag resulting in a missing fuselage or wing element in compliance
with the CDL. What is the correct combination?
Better Example
For most FMS the Fuel prediction function, which computes the remaining fuel
along the flight plan, takes into account the following situations:
1- the additional drag resulting in a flight carried out with the landing gear
extended.
2- the current wind computed or the resulting ground speed.
3- the additional drag resulting in a flight carried out with the flaps stucked,
partly extended.
4- the additional drag resulting in a missing fuselage or wing element in
compliance with the CDL.
What is the correct combination?
Page 22 of 80
3.2.4.6.
Example 6: Incomplete Sentence
The pilot in command sits in the vast majority of civilian airplanes in ?

*a. the Left-hand seat.
b. the Right-hand seat.
c. the Back seat.
d. no specific seat.
3.2.4.7.
Example 8: Optimization of question text phrasing

Excess material in the question text that is not essential to answering the problem
increases the reading burden and adds to candidates confusion over what he or
she is being asked to do.
Poor Example
Suppose you are a mathematics professor who wants to determine whether or
not your teaching of the unit on probability has had a significant effect on your
candidates. You decide to analyze their scores from a test they took before the
instruction and their scores from another exam taken after the instruction.
Which of the following t-tests is appropriate to use in this situation?
*a. Dependent samples.
b. Independent samples.
c. Heterogeneous samples.
d. Homogeneous samples.
Better Example
When analyzing your candidates pre-test and post-test scores to determine if
your teaching has had a significant effect, an appropriate statistic to use is the ttest for:
*a. Dependent samples.
b. Independent samples.
c. Heterogeneous samples.
d. Homogeneous samples.
The question text of the poor example above is excessively long for the problem it
is presenting. The question text of the better example has been reworded to
exclude most of the irrelevant material, and is less than half as long.
Page 23 of 80
3.2.4.8.
Example 7: Optimization of answer text phrasing

Include as much of the question as possible in the question text,
but do not include irrelevant material.
Rather than repeating redundant words or phrases in each of the alternatives, place
such material in the question text to decrease the reading burden and more
clearly define the problem in the question text.
Poor Example
If the pressure of a certain amount of gas is held constant, what will happen
if its volume is increased?
a. The temperature of the gas will decrease.
*b. The temperature of the gas will increase.
*c. The temperature of the gas will become zero.
d. The temperature of the gas will remain the same.
Better Example
If you increase the volume of a certain amount of gas while holding its pressure
constant, its temperature will:
a. Decrease.
*b. Increase.
c. become zero.
d. Remain the same.
Notice how the underlined words are repeated in each of the alternatives in the
poor example above. This problem is fixed in the better example, where the
question text has been reworded to include the words common to all of the
alternatives.
3.2.4.9.
Example 8: Keep the answers mutually exclusive

Answers that overlap create undesirable situations. Some of the overlapping
answers maybe easily identified as false answers. On the other hand, if the
overlap includes the intended answer, there may be more than one answer that
can be successfully defended as being the answer.
Poor Example
If an 80 ohm coaxial cable is connected to an 80 ohm dipole aerial,
resistance would be:
a. more than 60 ohm
b. less than 160 ohm
c. 40 ohm
d. 80 ohm
Better Example
If an 80 ohm coaxial cable is connected to an 80 ohm dipole aerial,
resistance would be.
a. 60 ohm
b. 160 ohm
c. 40 ohm
d. 80 ohm
Page 24 of 80
In the poor example above, all the answers overlap. In the better example, the
answers have been rewritten to be mutually exclusive.
3.2.4.10.
Example 9: Keep the answers homogeneous in content

If the answers consist of a potpourri of statements related to the question text but
unrelated to each other, the candidates task becomes unnecessarily confusing.
Answers that are parallel in content help the question present a clear-cut problem
more capable of measuring the attainment of a specific objective.
Poor Example
Boeing 747 is widely known as:
*a. The airplane called Jumbo-Jet.
b. The airplane with a good reliability.
c. Best-selling airlines airplane.
d. Best-selling military airplane.
Better Example
Boeing 747 is widely known as:
*a. Jumbo-Jet.
b. Walrus-Jet.
c. Elephant-Jet.
d. Rhinoceros-Jet.
The poor example contains answers testing knowledge of maintenance aspects
(reliability), market position (best selling) and nicknames. If the applicant misses
the question, it does not tell the examiner in which of the four areas the candidate
is weak. In the better example, all of the answers refer to nick names, so if the
candidate misses the question, it tells the examiner that the candidate has a
weakness in that area.
3.2.4.11.
Example 10: Keep the grammar of each answer consistent with the question
text.
Candidates often assume that inconsistent grammar is the sign of a false answer,
and they are generally right.
Poor Example
A word used to describe a noun is called an:
*a. Adjective.
b. Conjunction.
c. Pronoun.
d. Verb.
Better Example
A word used to describe a noun is called:
*a. an adjective.
b. a conjunction.
c. a pronoun.
d. a Verb.
Page 25 of 80
3.2.4.12.
Example 10: Keep the answers similar in length

An answer noticeably longer or shorter than the other is frequently assumed to be
the answer, and not without good reason.
Poor Example
If the static source of an altimeter becomes blocked during a descent the
instrument will:
*a. continue to display the reading at which the blockage occurred.
b. gradually indicate zero.
c. under-read.
d. gradually indicate 20% less.
Better Example
If the static source of an altimeter becomes blocked during a descent the
instrument will:
*a. continue to display the reading at which the blockage occurred.
b. gradually indicate zero shortly after which the blockage occurred.
c. under-read shortly after which the blockage occurred.
d. gradually indicate 20% less after which the blockage occurred.
Notice how the answer stands out in the poor example above. The false answers
have been reworded in the better example to make the answer lengths more
uniform.
3.2.4.13.
Example 11: Avoid the use of specific determiners

When words such as never, always, and only are included in false answers in
order to make them false, they serve as flags to the alert candidate.
Poor Example
A lead-acid battery is considered to be fully charged
a. always when the SG reaches 1.180.
*b. always when cells begin to gas freely.
c. when SG and voltage never remain constant.
d. only when voltage remain constant.
Better Example
A lead-acid battery is considered to be fully charged when the
a. SG reaches 1.180.
*b. cells begin to gas freely.
c. SG and voltage remain constant.
d. voltage remain constant.
In the poor example above, the underlined word in each of the false answers is a
specific determiner. These words have been removed from the better example by
rewording both the question text and the false answers.
Page 26 of 80
3.2.5.

EASA Part-66
Item
Check
Learning Objective(s)
Relevance to
Part-66 Appendix 1
syllabus:
Conformity with question

standard
Clarity and correctness of

the language
Identification of the assigned learning

objective(s)
Consistency between proposed question

and Part-66 module/subject
Consistency between Module/Subject and

Category
Conformity with Appendix 1 examination

level
Wording of the question in compliance with

the setting up methodology
Format of the question in compliance with

Abbreviations in compliance with the setting

up methodology
The use of unit in compliance with

international and national rules and style
conventions5
The specification ASD-STE-100 (Aerospace and

Defence, Industries Association of Europe)
European Community Trade Mark No. 004901195)
may be used.
http://www.asd-europe.org
http://www.asd-stan.org/sales/asdocs.asp

- Refer also to
Page 27 of 80
3.2.6.

EASA Part-66
Item
Check
Content

Is the question really relevant?

Is the knowledge level adequate?
Is the content indisputable?
Is the information sufficient?
Is the wording clear and unequivocal?
Are all abbreviations, technical terms and foreign
words known by the target group?
Can one find the correct answer without reading the

alternative answers?

Are negations highlighted?

Is the true answer clearly recognizable?

Are double negations avoided?
Are word repetitions avoided from the problem

description?
If necessary
Embedded
diagrams

are all graphics available in the correct version?
If necessary
Annexes

are all annexes available in the correct version?
Question
Answers
Isnt the Question a catch question?
Are the false answers plausible and justified?

Are the choice answers homogeneous with regard to
text length and grammar?
Are absolute statements avoided ("always", "all",
never")?
are all graphics in readable conditions?
are all annexes in readable conditions?
Page 28 of 80
Setup Essay Questions
4.1.
Preface
Essay questions are questions, which expect handwritten answers by the
candidate. Two important advantages are that candidates must actively formulate
their knowledge, and it can be judged how candidates understand facts, and also
how they interpret, evaluate or actually apply their knowledge.
The purpose of the essay in Part-66 examination is to allow the Authority to
determine if the candidates can express themselves in a clear and concise
manner in the form of a written response, in a technical report format using the
technical language of the aviation industry. The essay examination also allows
assessing, in part, the technical knowledge retained by the individual and with a
practical application relevant to a maintenance scenario. Essay questions are only
used in Part-66, Modules 7, 9 and 10. The previous general explanations on the
requirements for multiple-choice questions apply in almost the same way to essay
questions.
4.2.
Specifications to Essay questions

(a) Questions should be written so as to be broad enough to be answered by
candidates for all licence category or sub-categories (Cat A, B1 & B2) and
comply with the following general guidelines.
(b) Questions topic selected should be generic, applicable to mechanical as well
as avionic licence categories and have a common technical difficulty level as
indicated in Part-66, Appendix I.
(c) Questions should cover technology applicable to most areas of aircraft
maintenance.
(d) Questions should reflect common working practises.
(e) Questions should not be type or manufacturer specific and avoid subjects
which are rarely found in practice.
(f) When drafting a question there is need to ensure consideration is given to the
limited practical experience that most candidates will have.
(g) Each essay question will have a time allowance of 20 minutes.
4.3.
Writing Essay Questions

(b) A complete A4 side is provided for the answer, if required the answer can be
extended onto the reverse side of the page.
(c) The question should be such that the answer expected will be at the level
shown for that subject in the module syllabus.
(d) The question should not be ambiguous but should seek a broad reply rather
than be limited in scope for answer.
(e) The question should lend itself to be written in a technical report style, in a
logical sequence (beginning, middle and end), containing the applicable and
relevant technical words needed in the answer.
(f) Do not ask for drawings/sketches to support the essay.
(g) The question must be relevant to the category and level of difficulty listed in
the syllabus, e.g. a description of a typical general aviation system may not be
acceptable for a typical commercial aeroplane.
(h) The model answer will be broken down into a list of the important points
known as key points. The model answer and key points will be entered onto
the draft question pro forma.
Page 29 of 80
(i) Key points are the important elements that may be knowledge or experiencebased and will include other maintenance orientated factors such as relevant
safety precautions or legislative practices if applicable.
4.4.
Marking Essay Questions

(a) Subject to obvious constraints in relation to the topic being addressed the
question should have a strong bias towards the practical maintenance of a
system/component and the answer should show an understanding of normal
and deteriorated conditions of an aircraft and its systems. Variations on
alternative possible answers which have not been thought of may have to be
taken into account to aid the examiner when marking. If considered relevant,
the model answer should be amended to include these new points.
(b) Because of the difficulty in marking an essay answer using key points only,
there is a need for the way in which the answer was written to be assessed
and taken into consideration.
(c) The answer should show the candidate's ability to express himself in technical
language. This includes readability of the language, basic grammar and use of
terminology.
(d) The answer starts in the beginning and has logical process to reach a
conclusion.
(e) Supporting diagrams should not be encouraged but if used should supplement
the answer and not replace the need for a broad text answer.
(f) The answers should be written in complete sentences. If suitable parts can be
indexed, itemised or listed.
(g) Within reason the candidate should not be penalised for incorrect spelling.
(h) The total points for each essay question in total will add up to 100 and will
need to reflect both the combination of the technical (key point) element and
the report style element.
(i) Each key point will be graded upon its importance and have point weighting
allocated to it. The total weight of key points will represent 60% of the mark in
total.
(j) The essay question answer will be analysed for the clarity and manner in
which the essay report is presented (report style) and have a weighting
allocated to it which will represent 40% of the mark in total.
Maximum evaluation key points:
60 (60%)
Maximum evaluation report style:
+ 40 (40%)
Maximum points per essay question in total: = 100 (100%)
(k) A zero mark should only be given in exceptional circumstances. Even if the
student misunderstands the question and gives an answer to a different
question, a sympathetic mark even if only for the answer style should be
given, this could lead up to the maximum percentage allowed. The two
allocated marks should be added together and written into the answer paper.
(l) In order that the questions and the marking procedures are as consistent as
possible, each question and model answer, with the required key areas (see
below) should be reviewed independently by at least 2 technical staff.
Page 30 of 80
4.5.
Weighting Essay Answer

The following weighting can be used as a rough guide for the percentage mark for
each key point as well as for the summary of key points of an essay question.
Reached percentage
P > = 95%
Evaluation
Excellent
Orientation
Has shown understanding of the
subject to a high level
85% =< P < 95%
Very Good
Very good key point(s) presentation
75% =< P < 85%
Good
Majority of key point(s) quoted
65% =< P < 75%
Acceptable
Main key point(s) quoted
50% =< P < 65%
Poor
Just below minimum
Unsatisfactory
Many or most key point(s) missed
P < 50%
Pass mark of an essay question in total: 75%

4.6.
Sample of typical errors in written answers
4.6.1.
Significant Errors
(a) Improper or incorrect safety precautions.
(b) Improper techniques or practices.
(c) Dangerous techniques or practices.
(d) Good answer to wrong question.
(e) Total use of diagram.
Minor Errors
(f) Excessive use Bullet points or itemisation.
(g) Incorrect /lack of appropriate terminology.
(h) Excessive reference to the MM or safety checks.
(i) Illogical sequence of events.
Incorrect Language
(j) Extremely difficult to read or comprehend text too terse or abbreviated
statements.
(k) Difficult to read or comprehend unreadable writing.
(l) Bad sentence structuring.
4.6.2.
4.6.3.
Note
Typical writing faults that may have to be taken into consideration when
determining the Report Style weighting, which after due consideration mark
written in the right hand column (see below: form answer sheet). The examiner
will look for key point comments or phrases and a resultant mark will then be
entered in the right hand column of the answer sheet dependent upon the value of
the answer up to the maximum allocated for each key point. Due allowance
should be made for the fact that the identical KEY word may not have been used
but the student has used a similar expression or described the system etc. in an
alternative fashion.
Page 31 of 80
4.7.
Essay Question forms

The purpose of following forms is to show the process of essay question.
(a) Example Question Form (authors form)6
(do not use for examination purpose!)
To be printed by the question bank software if available..

Page 32 of 80
(b) Example Question Blank Form (applicants form)7

To be printed by the question bank software if available.

Page 33 of 80
(c) Weighting pattern (examiners form) 8

To be printed by the question bank software if available.

Page 34 of 80
4.8.
EASA Part-66
Item
Check
Learning objective(s)
Identification of the assigned learning

objective(s)
Consistency between proposed question

Relevance to
Part-66 Appendix 1
syllabus:
and
Part-66 module/subject
Consistency between level,
Module/Subject and category
Conformity with Appendix 1 examination

level
Wording of the question in compliance

with the setting up methodology
Format of the question in compliance with

Conformity examination
question standard
Abbreviations in compliance with
the
setting up methodology
The use of unit in compliance with
international and national rules and style

conventions9
Clarity and correctness of

the language
The specification ASD-STE-100 (Aerospace and

Defence, Industries Association of Europe)
European Community Trade Mark No.
004901195) may be used.
http://www.asd-europe.org
http://www.asd-stan.org/sales/asdocs.asp

- Refer also to
Page 35 of 80
4.9.
EASA Part-66
Item
Check
Content
Is the question really relevant?

Is the knowledge level adequate?
Is the content indisputable?
Is the information sufficient?
Is the speech clear and unequivocal?
Are all abbreviations, technical terms and foreign
words known by the target group?
Is the key word list complete and weighted?
A fully discussed and formulated answer key

should be available!
If necessary
Embedded diagrams
If necessary
Annexes
are all graphics available in the correct version?

are all graphics in readable conditions?
are all annexes available in the correct version?
are all annexes in readable conditions?
Page 36 of 80
Use of Diagrams
5.1.
General
Due to the technical content of all modules, the use of diagrams in part-66 basic
examinations makes sense. For the evaluation of technical components next to a
technical test procedure an optical testing is very important. In this respect the
use of sketches, abstracts, engine element drawings, diagrams and photos as
part of examination questions for certifying staff is an adequate mean of
knowledge verification.
It is not always decisive if the exercise can only be solved by interpretation of the
used graphic(s). In many cases diagrams are an indicator for achieving a higher
clarity of a relevant problem.
The conditions for the use of diagrams are the following:
5.2.
Graphic objects should be provided digitally. Hence they are saved

electronically as files.
Electronic display becomes effective with generation possibly also in
examination situations on colour screens with a resolution of at least
1024*768.
With output as paper print the maximum format implied is DIN A 4 (21*
29.7 cm).
Formats should be compatible with industry standards.
Diagram Types
In principle diagram types can be differentiated between:
Black and white drawings.
Black and white photos.
Coloured drawings.
Coloured photos.
5.3.
Diagram Formats
As a rule, nowadays graphic objects are saved as digital data. In the following
only the most common graphic formats are described since they are sufficient for
illustrations in part-66 exercises:
(a) JPEG (JPG)
JPEG is the abbreviation for Joint Photographic Experts Groups, Board of ITU
and ISO, which was named after its developed standard for compression of
fixed images (similar to MPEG for moving images).
The JPEG format is the quasi-standard for digital photos. With compression
procedures data volume of a JPEG picture can be minimized to a fractional
amount, although this procedure leads to justifiable losing of picture quality.
(b) GIF
The GIF-format (Graphics Interchange Format) is mainly suitable for drawings
or ClipArts. A GIF-image can contain a maximum of 256 colours and is hence
not suitable for the illustration of photos.
Still, a GIF-image offers other advantages like the generation of GIFanimations or the configuration of transparent areas within an image.
Furthermore it can be saved interlaced. That means when loading, the picture
is build up in layers but not line by line. This attribute is especially helpful
when loading websites.
Page 37 of 80
(c) PNG
PNG stand for Portable Network Graphics. It unites the advantages of .GIF
and .JPG-files. PNG graphics can reach a colour depth up to 16.7 million
colours, they save transparency information (allow transparent image parts)
and compress without loss.
Blurring and artefacts, a special problem of JPEG, do not occur, but the file
size exceeds the JPEG file size considerably. That is the reason why PNG is
seen mainly as the successor of the GIF-format, which seems to be troubled
with licence and patent problems. Still, the file size is rather big and the PNGformat cannot be displayed on older browsers. Furthermore, the PNG-format
offers the option of saving images interlaced.
The decision of format application for certain diagrams depends on requirements
of size (concerning memory requirements) and quality of objects. Especially the
size should be kept in mind if examinations via Internet are planned. The quality
shall always be flawless in order to guarantee detect ability and explicit
interpretation.
In any case, for processing graphic objects a graphics program which can save
files in the three described formats shall be used. Following rule can be retained:
When saving photos, normally JPEG or PNG formats are ideal,
When saving graphics, normally GIF-format is ideal.
5.4.
Set Up of diagrams
(a) Copying10
The easiest way to set up graphics is the copying of already existing files.
Sources, amongst others, are:
the Internet, with partly open source image files for download,
scanned images from textbooks, manuals or other technical descriptions,
copies from CBT/WBT11 e-learning programs.
(b) Own photos
The more and more applied digital cameras are a very powerful and effective
instrument for exercise-authors in order to enrich their questions with
demonstrative images. The transfer into computer files is very easy since the
standard format of photo files is JPG.
(c) Self generation or edition of drawings, photos, etc.
When generating own drawings or editing existing objects it has to be ensured
that according software is available, and that authors are sufficiently qualified.
At selection of software, in principle vector orientated graphic programs12 are
preferred. Still, in most cases also standard low cost programs or programs
integrated in the system software are sufficient. Following rules apply:
Standardization of labelling method
All graphics/images should preferably be displayed as look & feel. This
can be reached with uniform labelling methods. Often certain areas or
elements of an image have to be separately marked to establish a relation
with the task. To mark such elements of a graphic, uniform symbols have
10
The copy rights have to be preserved.

CBT = Computer Based Training, WBT = Web Based Training
12
Next to pixel orientated graphic programs which are also called image editing programs,
so called vector graphic programs are available. Such programs allow a loss free edition
of measures.
11
Page 38 of 80
to be applied, f. e. specified arrows, frames, flags, etc. Diversity and

display of symbols should be uniform and continuous.
If a measurement has to be made from a graphic, the scale of this graphic
should be specified in the diagram.
Standardization of graphic sizes
According to content and purpose of used graphics and images certain
size ranges can be defined. When saving graphics defined size ranges
shall be kept. The use of certain sizes should not cause blurring. The
consideration of certain widths proved of value. The respective height
depends on according content. If graphics are directly located on the
exercise text they are called embedded graphics.
Following illustration shows different size ranges for embedded graphics.
Bigger diagrams, f. e. phantom drawings, are saved as attachments

(annex). Such diagrams are shown in a separate window during the
examination on the PC, or are printed on a separate page at the end of
paper & pencil examinations.
Only for
examination
purposes!
Printed out attachments shall not exceed the size DIN A 4. Authors have
to guarantee that the exercise indicates the graphic to be used. The entry
shall read as follows: For this exercise please use <Attachment Name>!
Page 39 of 80
5.5.
Saving diagrams
Following rules apply when saving graphic objects for Part-66 questions.
(a) Graphics/images have to be saved in sizes (measurements) which correspond
to the favoured size of screen presentation or print out size. It has to be
ensured that all graphic elements which are connected to the question can be
identified clearly and distinctly.
(b) If allowed by facts to be shown, images or graphics shall be sized in such way,
an embedment directly next or underneath the text of the exercise is possible.
This facilitates a fast identification of the exercise, and unnecessary browsing
- scrolling or switching between windows or pages can be avoided. It should
to be possible to use more than just one diagram per question.
(c) Optimization of graphic objects
More and more, examinations are performed on personal computers in linked
surroundings (training rooms/class rooms). It is also possible that
examinations are provided via internet. In order to avoid shortages in data
transfer it is beneficial to keep the amount of data as small as possible. In
comparison with text files, graphic files are relatively big. In consideration of
following standards the memory demand is optimised. Still, the already
mentioned rule applies that in principle graphic objects have to be saved in
their final size. The use of scaling (zoom in, zoom out) may cause extensive
loss of quality with the danger of miss interpretations. If an already saved
(scanned) image is available, its size shall not be amended since the quality
would decrease considerably.
If not absolutely necessary, illustrations

shall not be coloured. Simpler drawings
can be saved as black and white graphics
as GIF file (transparent or with
background colour).
If a coloured illustration becomes

necessary, the colour depth has to be
defined. In most cases a display with a
maximum of 256 colours is sufficient.
Such objects can be saved as GIF files
(transparent or with background colour).
If a very detailed illustration becomes

necessary (f. e. a colour photo), its
measures shall be as small as possible.
Such objects have to be saved as JPEGs
or PNG files.

purposes!

purposes!

proposes!
Page 40 of 80
5.6.
Labelling of Graphics
(a) File name
All used graphic files shall be named distinctively and talking. The
identification of the files (JPG, GIF, PNG, etc) shall not be changed. File
names shall be built up as follows:
part1:
module labelling
part2:
distinct identification
part 3:
file type
Part-66-Modul-01
-carburettor-001
.jpg
File name: Part-66-Module-01-carburettor-001.jpg

(b) Version description (visible stamp)
All used graphics shall get a distinctive version description. This version
description shall indicate module and version. Advantageous is also an
authors code and/or copyright notice. Version description shall preferably be
readably located at the lower right corner of the graphic (font size 6 pt, font
type Arial, colour black on dark background - white).
(c) Utilization advice
All used graphics have to be clearly endorsed:
Only for examination purposes!
A formatting with water-marks shall be avoided, since the readability might be
affected.
(d) A list of all diagrams should become part of the question development system.
In case the windows file properties dont show the specific information for a
question management system there should be a specific table like shown in
chapter 5.9. It should be created and maintained by the responsible author(s)
and it can be organised as one for each module or as total.
5.7.
Schematic display of a questions with graphic objects

For this question use Annex 1
Question
Embedded
Picture 1
Attached Annex 1
Embedded
Picture 2
Page 41 of 80
5.8.
Check list Using diagrams
EASA
5.9.
Part-66
Checklist Diagrams
Copy right conditions?
Does the graphic match the question?
Are all relevant elements clearly identifiable?
Sufficient labelling?
Saving of the correct size?
Saving of the correct format?
Do measures match defined size ranges?
Flawless quality of display?
Correct file name according to requirements?
Entry of version description (visible stamp)?
Utilization advice added?
If a diagram is attached: does the question include an

appropriate note?
Example: List of Diagrams in Part-66 Question Bank
Page 42 of 80
Attachment 1: Part-66 Terms

The following list is a sample of terms taken out of handbooks and technical
training documents. It is suggested to compare the descriptions with the relevant
specialists books or refer to Common Support Data Dictionary published by Air
Transport Association of America, Inc.,1301 Pennsylvania Avenue, NW - Suite
1100, Washington, DC 20004-1707,USA, admin@ataebiz.org
EASA Part-66
Terms
Term
Description
Abradable Seal
A general description of 'knife edge seals which can wear away

slightly and still function
A roughened area caused by the presence of fine foreign material
between moving surfaces
Rate of change of velocity Velocity + Time or Distance + Time
Components driven from the engine to assist the function of the
aircraft
A connection for joining two components through which a fluid or
electricity can be transferred from one section or component to the
other
A process in which no heat is received or lost. This is the ideal
compression process
The effective pitch or the actual distance moved forwards by a
propeller in one complete revolution taking account of slip. It is the
geometric pitch less slip.
A tendency of an aircraft to yaw in a direction that is opposite to the
direction of a controlled turn as a result of an imbalance in induced
drag created by deflection of the ailerons.
Abrasion
Acceleration
Accessories
Adaptor
Adiabatic
Advance per
Revolution
Adverse Yaw
Aeration
Aerodynamic
Balance
Aerodynamic
Centre
Aerodynamic
Correction
Factor (AOF)
Aerodynamic
Turning Moment
(ATM)
Aerofoil
Aerofoil
Aerofoil
Aileron
The introduction of air into a liquid

Achieved when the thrust forces produced by each of the blades
are equal and the torque forces produced by each of the blades are
equal. No residual periodic out of balance forces will be produced
when the propeller is rotating.
A reference point on the chord-line of a wing, about which the
pitching moment remains constant regardless of the angle of attack
The amount in degrees and minutes to be added or subtracted
from the basic blade angle setting when installing each blade on a
variable pitch propeller. The procedure is described as individual
'blade indexing' and is carried out to achieve the correct
aerodynamic balance. An AOF value preceded by the letter T
indicates thrust balance, when preceded by the letter Q it indicates
torque balance.
A turning moment that tries to turn a propeller blade towards coarse
pitch. The force is the result of the aerodynamic reaction acting on
the blade centre of pressure. The moment arm is the distance
between the centre of pressure position and the blade pitch change
axis. It is weaker than the Centrifugal Turning Moment (CTM).
During the 'windmill' condition, the ATM reverses to try and turn the
blade towards fine pitch.
A body shaped so as to produce an aerodynamic reaction called lift
that acts perpendicular to its direction of motion or line of flight
Shape of blade section formed to give lift
A body shaped so as to produce an aerodynamic reaction normal
to its direction of travel.
The control surface used for lateral control
Page 43 of 80
Air Density
Airspeed
Allowance
Aluminised
Ambient
Pressure
Aneroid capsule
Angle of
Advance
Angle of Attack
Angle of Attack
Angle of Attack
Angle of
Incidence
Anhedral
Anti-icing
Anticipator
Annular
Annulus
Approach
Minimum
Aspect Ratio
Aspect Ratio
Atomisation
Attenuator
Automatic
Auto-coarsen
The mass of air per unit volume. Normally expressed in kilograms

per cubic metre. An increase in air density will increase thrust and
torque.
The speed of an aircraft relative to the air
Permitted difference in dimensions to allow for various fits
Coated with aluminium to resist corrosion
The pressure of the air immediately surrounding an object
A metal Container from which most of the air has been exhausted.
It is sensitive to the variations of outside pressure
The angle formed between the plane of rotation and the relative
airflow. The angle of advance subtends the effective pitch. It is also
referred to as the helix angle.
The angle formed between the chord line of an aerofoil and the
relative airflow direction
The angle that the chord line makes with the direction of airflow
The angle formed between the chord line of a blade and the
relative airflow. The ideal effective angle of attack is between 3 and
4. The angle of attack subtends the propeller's sli p. If there were
no slip, there would be no angle of attack.
The constructed angle formed between the longitudinal datum of
the fuselage and the chord line of the wing
The downward slope of a wing relative to the horizontal plane
designed to reduce lateral stability
The prevention of ice formation on a surface.
A system incorporated in the control run to the Propeller Control
Unit and the Fuel Control Unit on some turbo-propeller engines.
The system instigates a slight reduction in blade angle during
engine acceleration and a slight increase in blade angle during
engine deceleration. The objective is to improve the engine
acceleration and deceleration times respectively.
Circular, ring formation round a component
Opening between two concentric rings
Minimum engine speed for landing aircraft
The ratio of the wing span to the average or mean chord. Can also
be the ratio of the square of the wing span to the total wing
planform area.
The ratio between the mean chord width of a blade and its span. A
high aspect ratio produces a long, narrow blade. The same ratio
can be calculated by dividing the square of the blade length by the
area of the face side.
The formation of a liquid into a spray
A means of stopping fuel flow fluctuation
Self-operating
A system that will automatically coarsen the propeller to prevent
over-speeding if the hub switch closes in flight. Closure of the hub
switch in flight will only occur if the FFPS has failed to prevent the
propeller entering the ground range. The hub switch energises the
'valve lift solenoid', otherwise known as the 'increase pitch solenoid
valve'. The pilot valve in the PCU is raised to direct governor oil
pressure to increase pitch. The system deactivates again as soon
as the hub switch breaks. The Below Stop Warning Light will flash
ON and OFF when the system is activated. Otherwise known as
the Electro-Hydraulic Pitch Stop.
Page 44 of 80
Auto-feather
Auxiliary
Axial Flow
Engine
Axis
Axis of Rotation
Backlash
Baffles
Balancing
Bank
Barometric
Pressure
Bearing
Below Stop
Warning Light
Bending Forces
Bernoulli's
Theorem
Beta Range
Bevel
Bit
Blade Angle
Blade Angle
A system that uses the engine torque indication system to sense an

engine failure and then automatically feathers the propeller. If low
torque is sensed, a low torque switch will close and the system
energises the "valve lift solenoid', otherwise known as the 'increase
pitch solenoid valve', in the PCU and also energises the feathering
motor. The pilot valve in the PCU governor is raised to direct
feathering oil to the pitch change mechanism. The system is only
active when the power lever has advanced to the cruise position.
This is necessary because the system would pose a risk at low
power settings on approach. Otherwise known as the 'automatic
drag limiting system' (ADLS).
Something, which is helpful to something else
An engine in which the gas flow travels along the centre line of the
engine from front to rear
A line about which the aircraft rotates
The centre line around which the propeller rotates. It is at right
angles to the plane of rotation.
The working clearance, measured at the pitch circles of any two
gears in mesh
Plates fitted to prevent or control the movement of a fluid in the
direction, which it would otherwise flow
Adjusting the size and position of weights to bring a rotating
assembly into static and dynamic balance
The attitude adopted by an aircraft in a turn where the lift supplies a
component towards the centre of the turn called centripetal force
A pressure created by the weight of the atmosphere. It is reduced
with an increase of altitude
The part of a mechanism in which a rotating shaft revolves and is
supported
A warning light activated by the hub switch that comes ON
whenever the blade angle reduces below Flight Fine Pitch. The
objective is to give warning that the propeller is in the ground
range. The light remains on throughout the Beta range. Otherwise
known as the 'Beta Warning Light'.
The bending forces acting on a blade. The thrust bending force
tries to bend the blade forward. The torque bending force tries to
bend the blade against its direction of rotation.
States that the total energy contained in an incompressible flow of
air through a venturi will remain constant
The ground range of a propeller's operation. The blade angle range
below the flight fine pitch angle, reserved for ground operations
such as: engine starting, taxiing and braking. The range cannot be
used in flight. The blade angle movement is under the direct control
of the power lever whilst in the ground range. The range consists of
a maximum in beta positive angle limit, moving back through zero
pitch to a maximum negative blade angle limit at Full Reverse.
An angle other than a right angle
A bit is the smallest unit of information in computer and
communication theory, representing a logic '1' or logic '0'. It is
derived from contracting the terms binary bit.
The angle between the chord line and the plane of rotation
The angle formed between the chord line of a blade and the plane
of rotation measured at the master station. The angle is the sum of
the angle of attack and the angle of advance or helix angle. The
blade angle subtends the geometric pitch.
Page 45 of 80
Blade Cuff
Blade Element
Blade Flutter
Blade Path
Blade Pre-load
Blade Station
Blade Track
Blade Twist
Bleed
Blending Out
Blisk
Blueing Check
Bonding
Bore
Borescope
Boss
Boundary Layer
Brake Horse
Power
Brazing
Breather
Brinelling (false)
Brinelling (true)
British Thermal
An extended fairing incorporated onto the trailing edge of the

thickened blade root to improve efficiency and direct more air over
the engine, giving better reciprocating engine cooling and improved
turbo-propeller intake airflow.
A chord-wise cross-section of a propeller blade taken at any point.
A cyclic movement of a blade in its hub fixture that results from
excessive play in the blade bearings. The oscillating movement is
caused by variations in the aerodynamic and centrifugal forces.
The condition is avoided by blade bearing pre-loading during
assembly.
The actual helical path of a propeller blade in flight, resolved from
its radial and axial movements.
A fixed loading that is placed on to the blade bearings during
assembly. The load is set by use of pre-load shims and torque
loading on the blade retention nut. The objective of 'pre-loading' is
to avoid 'blade flutter".
A position on a blade measured in inches from the blade root. Used
as a reference when measuring blade angles or identifying repair
areas. The blade angle is usually measured at a 'Master Station'
that is positioned about 0.75 of the blade length from the root.
The path followed by a blade when the aircraft is stationary. All
parts of the blade should take up a path that is aligned within the
plane of rotation.
The blade angle is gradually reduced from the blade root to its tip to
maintain the same angle of attack along the length of the blade.
The rotational speed of a blade increases with its distance from the
axis of rotation but the forward speed of all parts of the blade is the
same so the direction of the relative airflow will van/ along the
blade. This makes it necessary to reduce the blade angle from the
root to the tip.
The removal of air, or air contaminated liquid, from a System
The process where minor damage on a blade is removed to leave a
smooth, crack free depression that will avoid any build up of stress.
It is a process of converting rough or sharp edges into smooth
rounded depressions.
A forged one-piece blade and disk
A pre-installation check that is carried out to confirm the location
cone seating area contact. The indicator used is described as being
either 'Prussian' or "Engineer's" Blue. The minimum acceptable
contact area is 80%.
Linking together all the metal parts of an aircraft to obtain positive
electrical continuity
The internal diameter of a cylindrical part
An optical tool with which a Visual inspection can be made inside
an area which is otherwise impossible to see
The centre region of a fixed pitch propeller.
The layer of air flowing over a surface where shearing action takes
place between the surface and the free stream air velocity that
retards the flow as the surface is approached
The actual horsepower delivered to the propeller shaft of the
engine
Uniting two metals by means of molten brass
A duct connecting the crankcase to the atmosphere that prevents
the build-up of crankcase pressure
A satin finish or a series of shallow depressions in the surface of
ball or roller bearing braces
A shadow indentation sometimes found at one location on the
surface of ball or roller bearing braces
The amount of heat required to raise the temperature of one pound
Page 46 of 80
Unit (Btu)
Brittleness
Brush Gear
Housing
Bulkhead
Burning
Burnishing
Burr
Bush
By pass Ratio
Byte
of water by 1F
The liability of a metal to fracture on receiving a blow or shock
A component mounted at the rear of the propeller, or on the engine
casing, that holds the carbon brushes in contact with the slip rings
that transmit electrical power for propeller and spinner ice
protection. It is a requirement that the brushes have a minimum
contact area with the slip ring of 80%.
A transverse partition which separates one compartment from
another
An injury to the surface caused by excessive heat
A mechanical smoothing of a metal surface by rubbing
A rough, sharp ridge or projection at the edges of a part after it has
been worked or machined
A hollow cylinder one piece bearing usually phosphor bronze or
cast iron
Mass airflow flowing through the by-pass duct divided by that
passing through the core engine
The basic unit of information used in practical computer storage
and processing. A byte consists of eight (S) adjacent binary bits
and this string of bits is processed as one unit by a computer; they
are the smallest operable units of storage in computer technology.
An individual byte can represent the equivalent of a single
character, such as the letter B, a comma, or a percentage sign (%);
or it can represent a number from 0 to 255. Because a byte
contains so little information, the processing and storage capacities
of computer hardware are usually given in kilobytes (1,024 bytes)
or megabytes (1,048,576 bytes).
To measure or check against a known true master tool or instument

An eccentric projection on a revolving shaft designed to change
rotary motion into reciprocating motion
The curvature of an aerofoil represented by a line drawn
Camber
equidistant from the upper and lower surfaces
The curved side of the aerofoil cross-section of a blade that forms
Camber Side
the blade back.
A tube processing a hair-like bore
Capillary
Pouring molten metal into a mould in which it is allowed to solidify.
Casting
The resultant shape is a casting
A material used to bring about a change, but does not actually
Catalyst
enter into a change itself
A unit of viscosity measurement of both fuels and oils
Centistoke
Centre of Gravity The point through which the weight of a body acts whatever
position the body may be in
The position on the chord at which the resultant of all the lift forces
Centre of
acts
Pressure
The point on the chord line of a blade where the resultant of all the
Centre of
thrust forces on the blade is said to act.
Pressure (CP)
The point is normally forward of the blade s pitch change axis.
Calibrate
Cam
The throwing out action of a revolving mass

Centrifugal
Centrifugal Force A force that acts on a blade as the result of the blade mass
rotating. The force creates maximum stress in the blade root
sections.
Centrifugal Latch A latch that mechanically locks the pitch change piston in a low
pitch position when the propeller is not rotating. The latch is
incorporated in to single-acting counterweight propellers to prevent
them from being forced into feather by the 'feathering spring' after
engine shut down. The latches are engaged by spring pressure and
are disengaged by centrifugal force.
Page 47 of 80
Centrifugal
Turning Moment
(CTM)
A powerful turning moment that tries to turn a blade towards fine

pitch. The force is centrifugal. The moment is the distance that the
mass of the blade leading and trailing sections project forward or to
the rear of the plane of rotation. CTM is always greater than ATM.
Centripetal Force The continuous force that keeps a body travelling in a circular path
Clay-like material composed primarily of magnesium and
Ceramic
aluminium oxide, which may have been moulded and fired to
produce an excellent insulating material
A rubbing action between two parts, which have a limited relative
Chafing
motion
To make a comparison of a measurement of time, temperature,
Check
size, pressure or any other quantity with the correct figure for that
measurement
Breaking out small pieces
Chipping
A condition where airflow from a convergent nozzle is at Mach 1
Choked
and cannot be further accelerated regardless of pressure applied.
A mild compressor surge condition
Choo-Choo
A straight line that joins the centre of curvature of the leading edge
Chord
of an aerofoil section to the centre of curvature or apex of the
trailing edge
An imaginary straight line which passes through an aerofoil or wing
Chord
section from the leading edge to the trailing edge
A straight line that joins the centre of curvature of a blade aerofoil
Chord
section leading edge to the centre of curvature of its trailing edge.
On many propeller blades, the face side is flat and its width is
coincident with the chord of the blade.
Bimetallic metal used in the exhaust temperature indicating system
Chrome-Alumel
Low frequency oscillations of airflow within the engine
Chugging
The space provided between two working parts to allow for
Clearance
freedom of movement
A device by which to shafts or rotating members may be connected
Clutch
or disconnected while at rest or in relative motion
Shafts or gears having the same centre line
Co-axial
Two Counter-rotating propellers that are mounted on the same
Co-axial
rotational axis but are driven by separate engines.
Propellers
Largest blade angle normally used
Coarse Pitch
A high blade angle.
Coarse Pitch
A numerical constant that is used as a multiplier when calculating a
Coefficient
variable quantity such as lift or drag
Liable to burn, to spring suddenly into flame
Combustible
A chemical process in which a material is united which oxygen at
Combustion
such a rate that light and heat are released
Section of the engine in which fuel is injected and burned
Combustion
Chamber
A unit incorporated into an engine synchronisation or synchrophase
Comparator
system that compares signals from a "master" engine to those from
slave" engines and then transmits signals to the 'slave' engines to
correct their RPM or phase.
A configuration of turbo-prop engine that has two shafts, a Gas
Compound
Generator shaft that drives a high-pressure compressor, and a
Engine
Power Turbine shaft that drives a low-pressure compressor and the
propeller. The engine has the flexibility and ease of starting
features of a twin-spool engine but does not have the flexibility of a
free-turbine engine.
The ratio of volume before compression to the volume after
Compression
compression
Ratio
Page 48 of 80
The loss of efficiency caused by the formation of a shock wave

when a blade tip reaches sonic airflow velocity. Torque increases,
thrust reduces and a lot of noise is generated and the tip loss
component of propeller efficiency increases. Caused by high blade
tip velocities.
Compressor Stall The abrupt loss of the efficiency of the axial flow compressor in a
turbine engine when the angle of attack of the compressor blades
becomes excessive
Having a common centre
Concentric
The ease with which a substance transmits electricity
Conductivity
Conical seating used to locate and centralise a propeller on to its
Cone
drive shaft. Two cones are used. A two-piece, steel front cone and
a split bronze rear cone. The conical section permits a greater
contact area. Minimum permissible contact area is 80% as proven
by a pre-installation "blueing check".
Constant Speed Pitch varies to maintain a constant propeller rotational speed. The
reason for doing this is to maintain an effective blade angle of
attack throughout all aircraft and engine speed variations.
Compressibility
Effect
Constant Speed
Unit (CSU)
Contra-rotating
Propeller
Convection
Cooling
Convection
Current
Convergent
ConvergentDivergent Duct
Corrected RPM
Corrosion
Corrugated
Counterweight
Couple
Creep
Critical Range
An automatic governor that is sensitive to engine rpm and will alter

the angle of the blades to maintain a pre-selected engine RPM and
blade angle of attack when changes in aircraft speed and engine
RPM occur. The unit takes its drive from the engine reduction
gearing so that the governor speed is directly related to propeller
speed. The name CSU is used to describe the unit fitted to a
reciprocating engine propeller control system. When related to a
turbo-propeller system, the unit is more complex and is described
as a Propeller Control Unit (PCU).
Two propellers mounted on the same shaft but rotating in opposite
directions. The rear propeller is driven directly by the shaft whilst
the front propeller is driven through a gearbox. It is a means of
improving solidity and absorbing engine power.
Refers to internal cooling air which escapes through small holes
and slots
The movement set-up in heated air or a fluid due to a part of the
substance moving away from the source of heat and taking the
heat with it
A convergent duct is one that has a gradual reduetion in the size of
the bore
Afterburner design, a supersonic exhaust duct
An rpm obtained by correcting an observed rpm
Breakdown of the surface by chemical action
Having a ridged or wrinkled surface
A weight that is attached to the blade root of each blade on a
single-acting variable pitch propeller to overcome CTM and use
centrifugal force to turn the blades towards coarse pitch. Propeller
control oil pressure can then be used to move the blades to fine
pitch. A failure in propeller control oil pressure will result in the
blades moving coarse towards feather rather than fine pitch.
Two equal and opposite forces that act on a body that are not in the
same straight line but whose moment about any point in the plane
is always the same. A single force cannot balance a couple. It can
only be balanced by an opposing couple of equal magnitude.
A condition of permanent elongation in rotating airfoils from thermal
stress and centrifugal loadings
The range of engine RPM where vibration is known to occur. It is
normally displayed with a red arc on the engine RPM indicator.
Sustained operation in this range is normally prohibited.
Page 49 of 80
Cropping
Cruise
Cruise Control
Cruise Power
Cruise Stops
Curvic Coupling
Cut-off
Cyclic Timer
Dashpot
Datum
De-icing
De-icing
De-Inhibit
Dead Throttle
Movement
Deceleration
Defect
Density
Density
Density Altitude
Depression
Detent
Diaphragm
Differential
Pressure Switch
Diffuser
The removal of a section of a blade tip within specified limits. Done

to remove damage. To preserve balance, all blades on a propeller
must be cropped by a similar amount. The maximum amount a
blade can be cropped is normally one inch.
A moderate speed of travel at optimum speed for sustained flight
Engine operation procedures that allow the best efficiency for
power and fuel consumption during flight
Used for fuel economy and engine life during cruising flight
Stops that are used to prevent blades fining off when the aircraft is
travelling at high speed. The steps on all the propellers are
automatically engaged by solenoids that are signalled by hub
switches at cruise RPM. They will automatically withdraw if all
engine power levers are pulled back together. If one propeller
control system fails, the related step will prevent the propeller fining
off. The cruise stop warning light extinguishes when the stops are
engaged.
A circular set of gear-like teeth on each of two mating flanges which
provide engagement when meshed together and bolted
To sever an object or step flow
The timer used in conjunction with electrical ice protection systems.
The timer has two speeds - FAST and SLOW. The fast cycle is
selected in the higher ambient temperature range -6C to +10C.
The slow cycle is selected in the lower ambient temperature range
below -6C.
A mechanical damper used to cushion or slow down movement by
restricting the flow of a viscous liquid
A quantity, condition, fact, or other premise, given to be admitted,
from which other things or results may be found
Application of a liquid or heat to a component to break up and/or
prevent the formation of ice
The removal of ice from a surface after it has formed.
To remove the inhibitor from an item before being put into service
Movement of the throttle lever with no corresponding response
from the engine
The rate of decrease of velocity
Any imperfection, fault, flaw or blemish which may require repair or
replacement
The mass per unit volume of a material; expressed as grams/cm
or kilograms/m
Mass per unit volume
That altitude in standard air, which compares with existing air
density
A pressure below standard atmospheric pressure
A pin, catch or lever forming a check to the mechanism
A flexible partition used to transmit force
A diaphragm and electrical micro switch arrangement, which
receives two pressure senses
1. A duct used on a centrifugal-flow turbine engine to reduce the
velocity of the air and increase its pressure
2. The divergent section of the gas turbine engine used to convert
energy of the compressor discharge air to pressure energy
Dihedral (Lateral) The upward slope of a wing relative to the horizontal plane
designed to increase lateral stability
The angle between the chord of the tail plane and the chord of the
Dihedral
main plane designed to give longitudinal stability
(Longitudinal)
Page 50 of 80
Direct-coupled
Engine
Direction of
Rotation
A configuration off turbo-prop engine that has a single shaft. The

turbine shaft drives the compressor and the propeller. The principle
is described as 'gear coupled because of the mechanical
connection between the compressor and propeller drive. The
engine offers good acceleration and deceleration characteristics
but does not have the flexibility or ease of starting offered by twin
spool compound and free-turbine engines.
The direction of rotation of a propeller as viewed from the rear. A
clockwise rotation is described as being RIGHT HAND.
An anti-clockwise rotation is described as being LEFT HAND.
The ability of an aircraft to regain its original position following a

divergence in yaw around normal axis. Stability is provided by the
keel surface aft of the CG.
The area of a circle circumscribed by a blade tip
Disc Area
Uncouple or detach pipelines, controls, cables, etc
Disconnect
This is the total distance travelled by the vibrating body from one
Displacement
peak to rest. It is the amplitude of the perodic movement.
A divergent duct is one that has a gradual increase in size of the
Divergent
bore, a passage, which widens in the direction of the flow
A small diameter raised plug which fits into a matching hole, used
Dowel
for locating items
The force that opposes the forward motion of a body through the air
Drag
Air resistance. An aerodynamic force on a body acting parallel and
Drag
opposite to the relative wind
The resistance force that is created by a body moving through the
Drag
air. It acts in direct opposition to the movement of a blade and is
referred to as the torque.
A small hole or pipeline leading from a component to atmosphere,
Drain
to allow fluid to vent, or to empty a tank, cavity or sump
A cast or drilled hole forming a passage to convey air, oil, and fuel
Duct
through engine parts
A roll and yaw motion. Occurs when lateral stability is higher than
Dutch Roll
directional stability particularly on swept back wing aircraft
Dynamic Balance Achieved when the centre of gravity of the propeller lies within the
plane of its rotation and no periodic out of balance moments are
created by centrifugal force when it is rotating.
Dynamic Stability The ability of an aircraft to return to its original Position after a
disturbance without oscillating around that position
Directional
Stability
Elasticity
Empirical
End Float
Endurance
Energy
Engine Pressure
Ratio (EPR)
Epicyclic Gear
Epicyclic
Reduction Gear
The capacity of a material to return to its original dimensions on the

removal of distorting forces
Relying on observation or experiment, not on theory
The axial movement of a gear or shaft mounted in bearings
The ability to remain in the air for the longest possible time
The capacity to do work
The ratio of turbine discharge pressure divided by compressor inlet
pressure
Where a gear or train of gears revolve round the circumference of a
larger gear
The reduction gearing used on turbo-prop engines and some types
of reciprocating engine. Consists of a sun and planet gears that
rotate within a fixed or rotating annulus depending on type. The
gear reduces the rotational speed of the propeller drive shaft
relative to the engine speed, producing high torque and reducing
propeller blade tip speeds. Compound epicyclic reduction gearing
used on turbo-prop engines may have engine/propeller speed
ratios in the order of 22:1.
Page 51 of 80
EPR Rated
Engine
Equilibrium
Equivalent
Airspeed (EAS)
Equivalent Shaft
Horsepower
(ESHP)
Equivalent
specific fuel
consumption
(ESFC)
Evacuated
bellows
Examine
Extrusion
Face Side
Fatigue
Feather
Feather Stop
A gas turbine engine whose "rated thrust" is guaranteed to occur at

a certain engine pressure ratio setting
The State of even balance where all opposing forces and turning
moments neutralise each other
The airspeed calculated from the measured pressure difference
between ambient and sea level ISA
A turbo-prop engine power rating that is the sum of the shaft
horsepower (SHP) and the engine residual jet thrust horsepower
(THP). Residual jet thrust is converted to thrust horsepower by
assuming that 2.51b of residual jet thrust is equivalent to one shaft
horsepower.
A means of comparison for turboprops and some turbo shafts
where: ESFC = Wf ESHP
A set of bellows from which all of the air has been removed and the
bellows sealed
To make a visual survey of the condition of an item
Forcing plastic metal through a die of required shape by means of
hydraulic pressure
The flat side of the aerofoil cross-section of a blade. It is also
referred to as the pressure side
The diminishing resistance to fracture caused by fluctuating
stresses
The blade coarse pitch position where the blade chord line is
aligned with the direction of flight. The selection is used to prevent
a windmill condition following an engine shut down.
An internal fixed stop that limits the travel of the pitch changing
mechanism at its maximum coarse position. On feathering
propellers, this step coincides with the blade's feathered position.
Feathering Pump A mechanical engine oil pump driven by a heavy duty 25V DC
electrical motor that can be selected on to draw oil from a
feathering oil reserve well in the engine oil tank and then to supply
the oil under pressure to the propeller governor when the normal
engine oil pressure supply fails.
A volume of engine oil contained in a well in the engine oil tank that
Feathering
cannot enter the normal engine oil circulation system. It has a
Reserve
single cutlet to the feathering pump.
A double spring incorporated into single acting variable pitch
Feathering
propellers that applies a force to move the blade towards coarse
Spring
pitch against propeller control oil pressure. If propeller control oil
pressure fails, the spring will force the blades onto the feather stop.
Vanes fitted chord-wise across a swept back wing to check the
Fences
span-wise boundary layer outflow
FFPS Withdrawal A solenoid valve that opens to pass third oil line pressure to the
FFPS withdrawal piston in the pitch change mechanism. The
Solenoid Valve
solenoid receives an electrical signal from either a FFPS stop lever
or a switch on the flight deck. The solenoid is also in circuit with the
aircraft weight on ground switch and an FFPS withdrawn warning
light. The FFPS cannot be withdrawn in flight.
A vertical symmetrical aerofoil section structural member designed
Fin
to provide directional stability. Alternative name is vertical stabiliser.
A low blade angle.
Fine Pitch
The length of a streamlined shape divided by its maximum
Fineness Ratio
thickness
A radius formed at an intersection
Fillet
The process in which the solids are separated from the fluids
Filtered
Page 52 of 80
Fit
Fits
Correctly attach one item to another

There are four types of fits:
1. Force fit, requiring hydraulic pressure or heat to mate the parts
2. Driving fit, requiring pressure of hammering to mate the parts
3. Push fit, requiring to be pushed into position to mate the parts;
parts are net free to rotate
4. Running fit, where the parts are free to rotate
Fixed Pitch
Propeller
A propeller that has only one blade angle setting. Fixed pitch
propellers are classified by their diameter and pitch, the pitch being
related to the blade angle at 0.75 of the propeller radius or a
nominated master station.
The spread of the flame from the point of ignition
Flame
Propagation
Flange
Flanged Shaft
A projecting rim
A propeller shaft that has a flat propeller mounting plate at right
angles to the shaft centreline.
A lift augmentation surface designed to increase the coefficient of
Flap
lift throughout the normal range of the angle of attack
The temperature at which a vapour will ignite if brought into contact
Flash Point
with a flame
Flexible Coupling Used to connect two shafts in which perfect rigid alignment is
impossible
Flight Fine Pitch The minimum safe blade angle that can be set in flight. Blade
angles below this in flight will produce a windmill condition, overspeeding and negative torque.
Flight Fine Pitch A removable stop in the pitch changing mechanism. It limits the
travel of the mechanism towards fine to the flight fine pitch position.
Stop (FFPS)
The step is engaged during flight and can only be withdrawn by
selection when the aircraft is on the ground. When the stop is
withdrawn, the pitch change mechanism can be moved into the
Beta range. The step is mechanically engaged under spring force
and is hydraulically withdrawn by third oil line pressure. The FFPS
warning light is ON whenever the stop is withdrawn.
The blade angle range used when in flight that includes flight fine
Flight Range
pitch at the lower end and feather at the higher end. When a
propeller is selected in the flight range, access to the ground range
is denied by the flight fine pitch stop.
To continually change or vary in an irregular way
Fluctuate
The ability of a fluid to flow easily and smoothly
Fluidity
1. A substance used to clean the surface of a job, prevent
Flux
oxidisation and aid the flow of the material in such processes as
fusion, soldering, brazing and welding
2. Magnetic line of force
Energy brought to bear, which tends to cause a motion or change
Force
Forced Vibration If an external disturbing force is continuously applied to a body it
will continue to vibrate until the forces are removed. This is forced
vibration. If a tuning fork is struck it will vibrate at its resonant
frequency. If its stem is then pressed onto a tabletop, for example,
the tabletop will be forced to vibrate at the same frequency.
Shaping the metal by hammer blows
Forging
Boundary layer normal pressure drag resulting from the adverse
Form Drag
pressure gradient over the back of an aerofoil creating a higherpressure region behind the Iow pressure region at the front. It forms
a part of the profile drag.
A flap that moves rearwards initially increasing area and then
Fowler Flap
downwards to increase the camber of a wing
The air that is undisturbed by the passage of a body through it
Free Stream Air
Page 53 of 80
Free Turbine
Free Turbine
Frequency
Generator
Fretting
Frise Ailerons
Frequency
Fuel/Air Ratio
Fulcrum
Gag
Galling
Gas Generator
Gasket
Gaspath
Gear Pump
Gear Ratio
Geared Fan
Generate
Geometric Pitch
Gouging
Governor
Governor Oil
Pressure
Grooving
Ground
Adjustable
A turbine wheel which rather than driving a compressor rotor,

drives a propeller or helicopter transmission through a reduction
gearbox
A configuration of turbo-prop engine that incorporates a Gas
Generator shaft and a separate Power Turbine shaft. There is no
mechanical interconnection between the shafts leaving them free to
rotate independent of each ether. The principle is described as 'gas
coupled1 because it is only the gas flow that connects the gas
generator and power turbine shafts. This configuration permits the
propeller and the engine to operate at its own optimum rotational
speeds. Ease of starting is also an important feature.
An engine RPM signal generator used in engine synchronisation
systems. A pulse generator.
Decolourisation on surfaces, which are pressed or bolted together
under high pressure
A configuration where the up-going aileron projects a 'beak' into the
airflow under the wing to create additional profile drag to counter
adverse yaw
The number of complete cycles in one second is the frequency and
is measured in Hertz (Hz).
The proportion of fuel to air in a combustible mixture
A point on which a lever is supported
To prevent movement (especially rotation)
The transfer of metal from one surface to another, caused by
chafing
The section of a turbo-prop engine that produces the gas flow to
drive the power turbines. Includes the compressor, combustion
section and the compressor turbines.
A thin sheet of material sandwiched between surfaces to make a
gas tight joint
The airflow or open portion of the engine from to back where air is
compressed, combusted, and exhausted
A form of constant displacement pump in which two spur gears
mesh and rotate within a close fitting housing
The ratio between the output and input speeds of a train of gears
A design which allows the fan to rotate at a different speed than the
compressor rotor. The fan being geared down allows for higher tip
speeds in the compressor
To produce, for example electrical energy
The theoretical distance that a propeller moves forward in one
revolution at zero degrees angle of attack without slip. The distance
is the product of the circumference of a circle traced out by the
master station in one revolution and the tangent of the blade angle
at the master station. The formula for geometric pitch is 2R tan8,
where R is the radius of the disc at the master station and 8 is the
blade angle at the master station. The geometric pitch will be the
same for all blade stations.
The displacement of materials from one surface by cutting, tearing,
or displacement effect
A speed controlling unit
Normal engine oil system pressure that has been boosted by a
spur gear oil pump in the propeller governor. The increase in oil
pressure is required to operate the propeller pitch change
mechanism.
Smooth rounded furrows, such as score marks, where the sharp
edges have been polished off
A propeller that is designed so that its blade angle can only be
adjusted manually when the aircraft is on the ground and the
Page 54 of 80
Propeller
engine is stopped.
Ground Fine
Pitch
A low blade angle that is set for engine starting and idling. It
produces low torque and thus low resistance to the propeller's
rotation. High idling percentage RPM can be maintained with
relatively low turbine loading.
The amount of fuel used by the engine at, its lowest RPM on the
ground
A deep concentrated erosion, caused by overheating or burning
Ground Idling
Consumption
Guttering
Half-Ball Valve
In the shape of a half-ball, positioned over the end of a duct and

capable of controlling fluid flow
Name given to the angle of advance that subtends the effective
Helix Angle
pitch.
The tail plane. A structural member fitted to give longitudinal
Horizontal
stability.
Stabiliser
The standard unit of power used for mechanical measurement. It is
Horsepower HP
equal to 33,000 foot pounds of work done in one minute
The shape derived when the wing tip trailing vortices are bridged in
Horse Shoe
the aircraft wake by the wing bound vortex so forming the three
Vortex
sides of a closed figure
Condition developing when starting a turbine engine in which the
Hot Start
gas temperature exceeds the allowable limit
That part of a mechanism which carries a bearing
Housing
A high tensile steel, hollow casing, often produced in two parts, that
Hub
holds the blades within its flanged apertures and absorbs the
centrifugal forces they produce.
A mechanical switch that is moved by a cam on the foot of one
Hub Switch
blade to make or break contact with a slip ring. Contact is made
when the blade is in the ground range. This illuminates the Below
Stop Warning Light on the flight deck. The switch is also in circuit
with the auto-coarsen system through the 'Valve lift solenoid',
otherwise known as the 'increase pitch solenoid valve'.
A condition when starting a turbine engine in which ignition is
Hung Start
achieved, but the engine refuses to accelerate to a self-sustaining
speed
A spring leaded ball valve in the coarse pitch oil line that
Hydraulic Pitch
automatically closes to prevent oil returning through the coarse
Lock
pitch line following a failure of the propeller control oil pressure. The
valve traps oil in the pitch change mechanism to form a hydraulic
lock that prevents the propeller from running to fine pitch after a
failure of control oil pressure. The valve is held open by fine pitch
oil line pressure and is mechanically closed by spring pressure.
A propeller that incorporates an oil-operated geared pitch change
Hydromatic
mechanism. The pitch change mechanism changes the axial
Propeller
movement of its piston into rotary movement of a bevel gear that is
engaged with a gear segment on each blade root.
Hydromechanical Combination of hydraulic and mechanical operation
A lag, delay of differential in a function or operating point in a
Hysteresis
system
Idler Gear
Impeller
Inclusion
Inconel
A gear in a train of gears which reverses the direction of motion but

does not change the overall ratio of the gear train
The rotating member of a centrifugal pump or blower that imparts
kinetic energy
Foreign material enclosed in the metal
A propriety trademark of the International Nickel Company for a
chromium-iron alloy similar to stainless steel, but which cannot be
hardened by heat treatment
Page 55 of 80
Increase Pitch
Solenoid Valve
Indexing
Indicated
Airspeed (IAS)
Induced Drag
Induced Drag
Inertia
Inertia
Inhibit
Inspect
Insulate
Insulation
Resistance
Check
More commonly called the 'valve lift solenoid'. It receives an

electrical signal from either the hub switch or the low torque switch.
When open, it allows oil pressure to act on the pilot valve lift piston
in the governor head. This lifts the pilot valve to direct governor oil
pressure to auto-coarsen or auto-feather the propeller dependent
on which system is activated.
The act of applying the Aerodynamic Correction Factor (AOF) when
assembling a propeller.
The airspeed displayed on the air speed indicator that due to
changes in air density will not always correspond with the true air
speed or the equivalent Iower than true airspeed at altitude.
A type of drag that is generated as a by-product of lift and is
inversely proportional to the Square af airspeed. If airspeed
doubles, induced drag reduces by a factor of four.
The portion of the total drag that is thrust dependent. It is created
by the blade tip vortices and increases as thrust increases.
The opposition which a body offers to a change of motion
The tendency of a body to remain at rest or if moving to continue
moving in a straight line. The greater the mass of the body the
greater its inertia will be.
To cover temporarily with a protective film in order to resist
corrosion
To examine, and where necessary test, equipment; the review by a
supervisor of the work or tradesmen
To separate by means of a non-conductor
Checks carried cut to determine whether there is any breakdown of
the insulation between heater elements and the blades or spinner.
During service, the insulation resistance of heater elements may
vary due to moisture absorption caused by atmospheric conditions.
Interference Drag A part of Profile Drag that is produced by the effect of the airframe
component joints where changes in section create interference to
the local boundary layer airflows. Wing and tail to fuselage etc.
International
Standard
Atmosphere
(ISA)
International
Standard
Atmosphere
(ISA)
Isolating
Isothermal
Jet pump
Jet silencer
Jointing
Journal
Keel Surface
Kelvin
Temperature
scale
A table of Standard values for atmospheric conditions at different

altitudes that is used internationally to establish and compare the
Performance of equipment that is reliant on air density.
A set of standard values for ambient pressure, air temperature and
density at various altitudes. The standard was produced to enable
meaningful performance checking of equipment that relies on air
density for its operation. The standard values for sea level ISA are:
air pressure - 14.7psi (1013mb), temperature 15C.
To separate one system from another
At constant temperature
A pump which operates by directing a motive fluid through a venturi
for the purpose of carry surrounding fluid along with it or for
removing vapours
A device used to reduce and change the lower frequency sound
waves emitting from the engine's exhaust nozzle, and thus
reducing the noise factor
A thin paper gasket
The part of a rotating shaft that is supported in a bearing
The area presented by the aircraft in side elevation. The area to the
rear of the C of G gives directional stability.
Absolute temperature scale with minus 273 Celsius as absolute
zero
Page 56 of 80
Kinetic Energy
Energy contained in a body due to motion
Labyrinth
Laminar Flow
Seal formed by a series of passages

The boundary layer flow where the streamlines remain separated
and the varying speed sub-layers slide over each other without
intermingling
Consisting of thin plates, one upon the other
To polish using fine abrasive, and produce a flat surface
A line running span-wise through the aircraft centre of gravity at
right angles to the longitudinal and normal axes
The ability of the aircraft to return to its original lateral axis around
the longitudinal axis called roll. Stability is provided by dihedral and
sweep back.
The front edge of an aerofoil or streamlined shape
An upward force whose line of action is at right angles to the
relative airflow direction and acts on the Centre of Pressure. Lift =
CL x 1/2pv x S
Caused by pressure differences on blade surfaces
The component of the reaction force en an aerofoil that acts at right
angles to the relative airflow. When related to a propeller the
forward acting component of the lift force is referred to as the
'thrust'.
A measure of the lift effectiveness of an aerofoil that takes into
account shape and angle of attack. Used as a multiplier to the lift
calculation 1/2pvS
The ratio of total lift and total drag L/D
A line running from the aircraft nose to tail that passes through the
centre of gravity at right angles to the normal and lateral axes
A switch incorporated into a turbo-prop torque indicating system
that closes when it senses a specified low torque signal. It
completes a circuit to the Valve lift solenoid', otherwise known as
the 'increase pitch solenoid valve, and also energises the
feathering motor to initiate auto-feathering. This can only occur
when the power lever has been advanced to the cruise position.
The auto-feather system is not active at lower power settings.
A natural or artificial substance used to reduce friction between
moving parts or to prevent corrosion on metallic surfaces
A projection from a structural member used as an attachment point
Laminated
Lap
Lateral Axis
Lateral Stability
Leading Edge
Lift
Lift
Lift
Lift Coefficient
(CL)
Lift/ Drag Ratio
Longitudinal
Axis
Low Torque
Switch
Lubricant
Lug
Mach No.
Mach No.
Magnetic Flux
Major Repairs
Mandrel
Manifold Air
Pressure (MAP)
Manoeuvre
Margin
Manoeuvre point
Mass
The true air speed of an aircraft divided by the local speed of sound
in air
The ratio of velocity of a body to the local velocity of sound
Lines of magnetic energy given off from a magnet
Repairs that are considered to be beyond the scope of an operator
and should be referred back to the manufacturer or an approved
repair organisation.
An accurately ground shaft for supporting or locating a hollow part
during measurements or machining, the mandrel accurately fits the
hole
The gauge pressure, in psi, or absolute pressure, in inches Hg,
existing in the intake manifold of a reciprocating engine. Otherwise
known as 'boost pressure on supercharged engines. MAP is used
to set the engine power output of reciprocating engines.
The distance from the aircraft centre of gravity to the Manoeuvre
Point
The aft centre of gravity position where any movement of the
elevator would cause instability
A measure of the amount of material contained in a body
Page 57 of 80
The position along the length of a blade where the blade angle is
measured. The position is normally measured in inches from the
axis of rotation and is approximately three quarters of the blade
length from the shank.
Switch in an electrical circuit capable of isolating the whole circuit
Surfaces that are or will be in contact with others
Any substance that has weight and occupies space
The average chord length of a wing
Master Station
Master Switch
Mating
Matter
Mean Chord
Mechanical
Advantage
(Of a machine) the ration of load to effort
Mechanical Pitch A lock that will automatically engage to lock the pitch change
mechanism piston at its last position if the propeller control oil
Lock
pressure supply fails. The lock prevents the propeller from running
to fine pitch in the event of a control oil failure. The lock does not
prevent movement towards feather. The lock is held out of
engagement by fine pitch oil line pressure during normal operation
and is mechanically engaged under spring pressure in the event of
an oil pressure failure.
A test instrument for measuring the serviceability of the insulation
of low tension electrical wiring
Megger
An instrument used for measuring
Meter
To measure
Metering
Registered trade name for a type of electrical switch, which is used
Microswitch
to open or close a circuit with an extremely small movement of the
actuator
Repairs that are classed as being within the scope of an operator.
Minor Repairs
The moment of a force about a point is the product of the force and
Moment
the perpendicular distance between its line of action and the point
The tendency of a body to continue in motion, after being placed in
Momentum
motion
Turning engine through a starting cycle without a light up
Motoring Cycle
Natural Vibration When a body oscillates under the action of its own gravitational or
elastic forces with no external forces being present it is described
as having a free or natural vibration. The pendulum and spring may
be set into oscillation by external forces; but the subsequent
oscillations are caused by their internal forces only.
Negative Torque Similar to the auto-coarsen system, this system uses the engine
torque indicating system to sense low torque and will initiate
System (NTS)
automatic coarsening of the propeller. The NTS system will keep
activating each time the torque falls until the engine is either shut
down or the fault clears.
A form of rubberised material used for joins and diaphragms
Neoprene
The effective thrust developed by a jet engine during flight, taking
Net Thrust
into consideration the initial momentum of the air mass prior to
entering the engine
The aft position of the aircraft centre of gravity where the aircraft is
Neutral Point
on the point of becoming unstable. It is point where longitudinal
stability becomes neutral.
A sharp indentation caused by striking one part against another
Nick
metal object
A special heat resisting alloy
Nimonic
A figure or value about which is a permitted variation
Nominal
Observed RPM
On-speed
Condition
The rev/min as read directly from the Cockpit Tachometer

A propeller governor condition where the speeder spring balances
the centrifugal force acting through the governor flyweights. The
engine RPM will be equal to that selected by the RPM lever.
Page 58 of 80
The angle of attack where an aerofoil would produce the highest

lift/drag ratio, usually 3 to 4
An opening at the end of a tube or pipe
To swing back and forth with a constant force or rhythm
To swing to and fro, like a pendulum
Tendency of the engine to temporarily exceed maximum rev/min on
full throttle opening
A propeller governor condition where the centrifugal force acting
Over Speed
through the governor flyweights is greater than the governor
Condition
speeder spring force The propeller blades move towards coarse to
reduce RPM.
Overtemperature 1. Condition in which a device has reached a temperature above
that approved by the manufacturer
2. Any exhaust temperature that exceeds the maximum allowable
for a given operating condition or time limit
Optimum Angle
of Attack
Orifice
Oscillate
Oscillation
Overswing
Overshoe
A thin strip rubber mat that is bonded with adhesive onto the
leading edge of a blade. It may be grooved to assist in the
distribution of de-icing fluid so it may carry embedded heating
elements as part of an electrical ice protection system. Otherwise
known as a 'boot' or 'shoe'.
Parameter
A variable quantity, which is measurable and affects other

variables, e.g. the parameter of temperature varies mass flow
In order that the data being transmitted is authentic and free from
errors, an addition check bit is used in each storage location. A
computer using ASCII code, which is an 8-bit system, will have an
additional ninth bit for parity checking. Aircraft data bus systems
such as AR.INC 429 will have a parity bit within the 32-bit word.
A small piece of any substance or matter
Deformation of the surface, caused by impact
The angular difference in the rotational positions of similar blades
on two or more propellers. Phase lag is adjusted through the
synchrophasing system
Otherwise known as 'porpoising'. An oscillatory diving and climbing
long period motion
Coloured with pigment, colouring matter or dye
A landed valve in the governor body that is raised or lowered under
the combined action of the governor flyweights and the speeder
spring to direct governor oil pressure to the pitch changing
mechanism.
The smaller of a pair of high ration gears
A nose up or down movement when the longitudinal axis moves
around the lateral axis
The distance a propeller moves forward in one complete revolution.
Pitch may be described as being effective or geometric to describe
the actual and theoretical distances respectively.
Parity Bit
Particle
Peening
Phase Lag
Phugoid
Pigmented
Pilot Valve
Pinion
Pitch
Pitch
The axis about which a blade turns when the blade angle is altered.
Pitch Change
Axis
Pitch Distribution The twist in a propeller blade along its length
The plane in which the propeller rotates. It is at right angles to the
Pitch Range
axis of rotation.
Surfaces are said to be pitted when corrosion, excessive heating,
Pitting
or hammering, has caused shallow irregular depression in the
surface
Pin or hinge about which rotation may take place
Pivot
A notice placed in or on the aircraft depicting pertinent information
Placard
relating to the aircraft, its operation, particular component
limitations, etc.
Page 59 of 80
Flat surfaces
Place
Plane of Rotation The plane at right angles to the rotation shaft
Plane of Rotation The plane in which the propeller rotates. It is at right angles to the
axis of rotation.
1. The property whereby a material is easily deformed
Plastic
2. A synthetic resin, capable of being moulded
Relative motion between two parts
Play
An enlargement of a duct or an enclosing space in an aircraft
Plenum
engine induction system or air conditioning system
The condition of a material having small pores or small cavities
Porosity
throughout the material
An opening for the inlet and/or outlet gases
Port
Potential Energy That energy possessed by an object because of its position,
configuration, or the chemical arrangement of its constituents
1. The lowest temperature at which a fluid will pour without
Pour Point
disturbance
2. Refers to the lowest temperature at which oil will gravity flow
Load divided by cross-sectional area. Nm or Ib in
Pressure
Pressure Altitude Is the altitude at which the air pressure, ISA day, is equal to the
local air pressure during a ground run, irrespective of the actual
height above sea level
The ratio or pressures at 2 points in an engine, e.g. P1/P2 ratio or
Pressure Ratio
P3/P4 ratio
To raise the pressure in a compartment
Pressurise
First
Primary
To fill completely a system with it's own fluid
Priming
The drag associated with the shape of a body and its surface finish.
Profile Drag
Includes Form Drag, Skin Friction and Interference Drag. Combines
the effects of boundary layer friction drag and surface friction.
Profile drag is proportional to the Square of airspeed.
To alter by easy stages. Variable
Progressively
A component that is designed to convert engine power output into
Propeller
thrust
A disc brake that is operated by the aircraft hydraulic system
Propeller Brake
pressure. The brake may be applied following the shut down of a
free turbine engine to reduce the run down time and to prevent the
propeller wind milling in the prevailing wind. The brake may only be
applied below a given RPM. Fusible plugs in the brake will release
the hydraulic pressure if the brake overheats in use.
Propeller Control Description given to the propeller governor unit fitted to a turbopropeller engine. The unit normally takes its drive from the engine
Unit (PCU)
reduction gearing so that its governor speed is directly related to
propeller speed.
Up to 115% RPM no special checks are required, a tracking check
Propeller Overmay be recommended. 115% to 130% RPM in excess of any
speed Limits
specified time limit requires that the propeller be removed for
inspection. Over 130% requires that the propeller be returned to the
manufacturers for investigation.
To expand and contract rhythmically, yet not to change direction
Pulsate
Pulse Generator A frequency generator used in engine synchronisation systems to
signal engine RPM.
To cleanse a system by flushing
Purge
The term used to describe a propeller that is mounted behind the
Pusher
engine and produces a thrust that pushes the aircraft forwards.
Measurement of heat
Pyormetric
Quantity
An amount or portion. The exact amount of a particular thing
Page 60 of 80
Quill Drive
A short drive shaft designated to shear at its waisted portion, used

to prevent continued driving force being transmitted to seized or
partly seized components
Race
Radial
Radial Inflow
Turbine
Rake
The surface on which a bearing is supported

Issuing as rays from a common centre
A turbine wheel, which receives its gases at the blade tips and
guides the air inward and outward to the exhaust duct
A pressure sensor, usually small holes in a stationary engine
component, which act as a total pressure probe
Pressure slightly higher than ambient, caused by the forward
motion of the aircraft
The ratio of ram pressure to ambient pressure in a jet engine
The increase in thrust as a result of ram air pressure and density
on the front of the engine caused by air velocity
The point at which the suction condition in the inlet returns to the
value of ambient pressure
"Thin Air", such as that found at higher altitudes
A mechanism which consists of a toothed wheel and a bar, or pawl,
which allows the wheel to rotate in one direction but prevents its
backward motion
The relationship between one number and another
Movements backward and forward in a straight motion line
This process consists of dismantling the assembly, renewing worn
and unserviceable parts, reassembling and testing
Correctly couple pipelines, controls, cables etc
The gear arrangement in an aircraft engine which allows the engine
to turn at a faster speed than the propeller
The specified RPM that should be obtained when a reciprocating
engine is set at a given manifold air pressure (MAP), usually this is
static (Opsi gauge), at sea level ISA conditions.
Ram Air
Pressure
Ram Ratio
Ram Recovery
Ram Recovery
Point
Rarefied Air
Ratchet
Ratio
Reciprocating
Recondition
Reconnect
Reduction Gears
Reference RPM
Reference
Torque
Refit
Reid Vapour
Pressure
Relative Airflow
Relative Airflow
Replenish
Resonant
Frequency
Restrictor
Resultant Force
Reverse Pitch
The specified torque that should be obtained by a turbo-propeller

engine at sea level ISA conditions at a given power setting, usually
take-off power.
To replace correctly an item that has previously been removed
A measure of the pressure required above a liquid to hold vapours
in the liquid at a given temperature
The airflow in relation to the aircraft passing through it
The airflow that meets a propeller. It is the resultant of the axial and
radial airflows encountered by a propeller as a result of its
simultaneous forward and rotational movement. The relative airflow
direction and velocity is dependent on the direction and velocity of
the axial and radial airflow components.
To refill a container to a given level, pressure or quantity
Many objects, because of their shape and material, have a natural
vibration frequency, which occurs if the object is struck. This natural
frequency is the resonant frequency of the object.
An orifice for reducing or restricting the flow of a fluid
The resultant of the components of thrust and torque that acts at
right angles to the line of direction of the relative airflow.
The angular position taken up when a blade passes back through
zero pitch to a negative angle. Used in the power on brake
condition to provide a braking force after landing. Can only be
selected when the aircraft is on the ground. The maximum negative
reverse angle is limited by a fixed stop. When in reverse pitch, the
angle of attack is negative, the thrust is negative but the torque
remains positive.
Page 61 of 80
Reynold's No.
Rich Mixture
Rigid
Roll
Root
Root Loss
Rotor
Rudder
Scalar Quality
Scoring
Screech Liner
Secondary
Sediment
Semispherical
Separation
Servo
Shaft
Horsepower
(SHP)
Shank
Shim
Shock Load
Check
Shock Wave
Short Period
Pitching
Oscillation
Shroud
Sideslip
Single-acting
Propeller
Sink Rate
Sintered Metal
Skin Friction
The value where laminar flow becomes turbulent. Depends upon

air density, air velocity, chord length and coefficient of air viscosity.
pvl/.
One which has an excess of fuel
Fixed, will not move, stiff, unyielding
The movement of the lateral axis around the longitudinal axis
End of blade nearest hub
The loss in propeller efficiency created by the thickened aerofoil
sections at the blade shank and the close proximity of the engine.
The revolving part of a component
The control surface used for directional control
That which is considered to have a magnitude only
The term applied to scratch like mark found on bearings or on
cylinder walls and pistons caused by lack of lubrication or by the
ingress of dirt between the bearing surfaces
A perforated liner within an afterburner, designed to combat
destructive vibrations which cause metal fatigue and noise
emissions
Second
Matter that settles to the bottom of the liquid
In the shape of half a sphere. Dome-shaped
Describes the action where the flow no longer follows the contour
of an aerofoil but 'separates' from it to produce a turbulent recirculating airflow
The portion of the system which assists in the operation of the main
system
The unit used to describe the power output of turbo-prop and
reciprocating engines.
The inner, thickened region of a propeller blade that is exposed to
maximum stress. Otherwise known as the 'root'. No repairs are
permitted in this region.
A thin piece of metal cut to shape, used between two surfaces to
adjust accurately their distance apart
A concentricity check of the propeller shaft carried out after a heavy
landing or impact. Shaft eccentricity is HALF the DTI reading.
A compression wave formed when a body moves through the air at
a speed greater than the speed of sound
A heavily damped oscillation that incurs little change in aircraft
height or speed and lasts for no more than one or two cycles
A portion of a component which covers or shields
The sideways movement produced by a component of lift produced
when an aircraft rolls
A propeller that incorporates a pitch change mechanism that
selectively uses governor oil pressure on only one side of the pitch
change piston. The hydraulic force acting on the piston is opposed
by a combination of spring and blade counterweight force. The oil
pressure is used to drive the pitch change piston towards fine pitch.
Loss of altitude with time during a gliding descent for endurance
A porous material made up by fusing powdered metal under heat
and pressure
The frictional force produced as a result of the shearing action
between the layers of varying speed air flows in the boundary layer
over the surface of an aircraft. It is a component of profile drag.
Page 62 of 80
Slat
Slender Delta
Slinger Ring
Slip
Slip Ring
Slot
Snap Ring
Solidity
Sonic
Software
Span
Speed of Sound
in Air
Speeder Spring
Specific Fuel
Consumption
Specific Gravity
(Relative
Density)
Spider
Spigot
A leading edge device used to control the boundary layer and

prevent leading edge Separation. Increases the stalling angle of
attack of an aerofoil.
A type of delta wing designed to operate with separated flow over
the wing designed to produce vortex lift
A 'U' section ring mounted on the rear of a propeller hub that
enables de-icing fluid to transfer from the engine to the rotating
propeller.
The difference between the geometric pitch and the effective pitch.
It is
often presented as a percentage ratio between the two. Slip occurs
because the air is not a solid medium. The blade angle of attack
varies with
the value of the slip. If there were no slip, the angle of attack would
be
zero.
A circular copper track that makes contact with carbon brushes.
Slip rings
are used to transfer electrical power from the engine to a rotating
propeller.
A device used to control the boundary layer and prevent flow
Separation. May be used as a leading edge device or with trailing
edge flaps
An extractor ring fitted along with a propeller retaining nut to aid in
the removal of a propeller from its shaft.
The ratio of the total blade area to the propeller disc area. It can be
determined by calculating the ratio between the circumference of
the propeller disc at a given radius and the sum of the blade chord
lengths at that radius. As the solidity is increased in design, the
amount of engine power that can be absorbed by the propeller also
increases.
The condition where all the airflow over a body is travelling at the
local speed of sound in air
Software gives the computer instructions on how to function. This is
carried by loadable programs from CD-ROMs, floppy disks etc.
The length of a wing taken at right angles to the longitudinal axis to
the wing tip. Wingspan is the total straight-line distance across the
aircraft from wing tip to opposite wing tip.
The speed at which sound waves, travel through air. The speed is
proportional to the absolute temperature of the air only.
A spring incorporated into the propeller governor head that acts on
the governor flyweights. Changes in engine speed in the constant
speed range will cause the flyweights to either be overcome by, or
overcome the load of the speeder spring. RPM control inputs alter
the loading on the spring.
The weight of fuel required to produce a unit of output an hour;
expressed as pounds of fuel/brake horse power/hour, or, pounds of
fuel/pounds of thrust/hour
The weight of a fluid by comparison to the same volume or water
A high tensile steel component that is incorporated into a variable

pitch propeller hub. It has tapered arms designed to fit into the
reverse taper counter bores of the propeller blades, locating them
within the hub. The spider also incorporates a hub drive centre that
has internal splines that mate with the propeller drive shaft and thus
transmits the drive to the blades.
An extension which will enter and help to locate one engine part to
another, to ensure concentricity
Page 63 of 80
Spin
Spinner
Spiral Instability
Splined Shaft
Splines or
Serrations
Spoilers
Stagger Angle
Stagnation
Stall
Stall
A spiral dive created when directional and lateral stabilities become

unbalanced usually initiated by a wing tip stalling
A light alloy, streamlined shell fairing that encloses the thicksectioned blade roots and the hub and pitch change mechanism.
The spinner smoothes the airflow that passes back to the engine.
Occurs when directional stability is much higher than lateral
stability. A yaw produces a roll that produces a sideslip that
produces a further yaw into a spiral dive.
A propeller drive shaft that has external splines that mate with
internal splines in the hub drive centre of a propeller. There may be
a 'master' spline that ensures the correct positional relationship
between the propeller and its shaft.
A series to longitudinal ridges on the outer surface of a shaft,
separated by grooves, these fit into a similarly grooved and ridged
counterpart
Control surfaces consisting of a hinged flaps on the top wing
surface that can be used to differentially spoil lift and support the
ailerons in lateral control or collectively to act as speed brakes in
the air or lift dumpers on the ground
The angle formed between the chord line of a compressor blade
and the horizontal centreline of the engine
A region of stationary air usually occurring just below the leading
edge of an aerofoil where the airflow divides to pass on either side
The point where the boundary layer separates from the surface
resulting in a sharp loss of lift. Occurs around fifteen degrees angle
of attack on an aerofoil.
An aerodynamic condition in which the smooth flow of air has
broken away from the upper surface of an airfoil, and the flow is
turbulent, decreasing the amount of life produced
Stalling Angle
Stamping
Standard
Atmosphere
The angle of attack of an aerofoil at which stall occurs

Shaping and/or cutting by means of dies in a press
The conditions for a standard atmosphere (ICAO) are:
Pressure = 1013.25mb (14.7 Ibf/in)
Temperature = 15C
Density = 1.22250 Kg/m
Starting Vortex
A horizontal vortex that is formed and left behind the aircraft

whenever there is an increase in wing circulation such as on takeoff and when pulling out of a dive. Wing bound vortex.
Static
Static Balance
Still, not moving. A condition of rest

Achieved when the centre of gravity of a propeller is aligned with its
axis of rotation and no periodic out of balance forces exist.
Atmospheric pressure measured at a point where there is no
external disturbance, and the flow of air over the surface is
perfectly smooth
The ambient atmospheric pressure
The engine RPM obtained when the aircraft is stationary on the
ground.
The ability of an aircraft to recover to its original Position following a
disturbance around its axes
To be stationary, fixed compressor blades
Chemical combination which completely uses all the products of
the reaction. In the case of a stoichiometric mixture, all the oxygen
and all the hydrocarbon fuel are used. There is no oxygen or free
carbon left
A shape where the air flows around it in streamlines without
separating and becoming turbulent
The lines traced out in smoke delineating smoothly flowing layers of
Static Pressure
Static Pressure
Static RPM
Static Stability
Stator
Stoichiometric
Streamlined
shape
Streamlines
Page 64 of 80
air in laminar flow

Stress
Stroke
Subsonic
Suction
Superfine
Surge
Swirl
Swirl Vanes
Synchronise
Sychronising
Synchrophasing
Tachometer
Tailpipe Inserts
Tailplane
Tapered Shaft
Tapper Ratio
Temperature
Ratio
Tertiary
Test
Thermal
Efficiency
Thermal Fatigue
Third Oil Line
Thrust
Thrust
Thrust Bearing
Tip
An applied load. A tensile stress is a force that tends to stretch a

body, a shear stress a force that tends to cut through its section,
and a compressive stress a force that tends to collapse it
The distance that the piston moves from one extreme end of its
travel to the other
The condition where all the airflow over a body is travelling below
the local speed of sound in air
The production of a partial vacuum causing a fluid to move or
adhere
A very low blade angle in the Beta range that is used as the
Ground Fine Pitch setting.
To move up and down or to and fro, in waves
The rotary motion given to a fluid
Air circulation vanes which surround fuel nozzles causing a vortex
in which fuel vapour is made to recirculate and more completely
ignite
To cause two or more events to happen at the same time
The matching of the engine RPMs on a multi-engine aircraft to
reduce noise and vibration.
A refinement of the engine synchronisation system to further
reduce noise and vibration by maintaining blade angular position
separation on adjoining propellers to avoid aerodynamic
interference occurring as a result of the blade tips passing in close
proximity to each other.
Engine rev/min gauge may be in % of max rev/min
Small sheet metal wedge-shaped tabs that are inserted into the
tailpipe of some older engines to reduce the nozzle opening and
increase thrust
The structural component that is fitted to give longitudinal stability.
Sometimes referred to as the horizontal stabiliser.
A propeller drive shaft that has a tapered seating that mates with a
similar reverse taper in the propeller hub. Tapered shafts
incorporate a keyway and key to transmit the drive and ensure the
correct propeller to shaft position. Tapered shafts offer a greater
seating contact area and centralise the propeller.
The ratio of the chord lengths of the wing root and the wing tip.
Taper ratio zero refers to a pointed tip.
A ratio of two engine temperatures, used in certain performance
calculations
Third
To make certain, by using the necessary test equipment that a
component functions correctly
The ratio of the amount of heat energy converted into useful work,
to the amount of heat energy in the fuel used
A condition in turbine metals caused by the heating and cooling
(compression and tension forces) each time a power setting is
changed
A line that transfers engine oil under pressure from the oil transfer
housing, through the propeller drive shaft and the FFPS withdrawal
solenoid valve to the propeller flight fine pitch lock piston. The oil is
used to withdraw the FFPS.
The forward acting propelling force that opposes drag
The forward acting component of the resultant force that is at right
angles to the plane of a propeller's rotation.
A shaft bearing designated to take an axial load
End of blade furthest from hub
Page 65 of 80
Tip Clearance
Tip Loss
Tip Vortex
Torque
Torque
The minimum specified clearances that should exist between a

propeller blade tip and the ground, water and aircraft structure.
The loss of propeller efficiency experienced at a blade tip due to
the induced drag from tip vortices and from compressibility effects.
A vortex that trails from a blade tip and is created by high-pressure
air constantly spilling from the pressure side over the tip and
attempting to enter the low pressure region of the camber side. The
vortex increases in intensity in proportion to thrust and creates
induced drag.
A resistance to turning or twisting
The name given to the force that resists the rotation of a propeller
through the air. The force acts against the direction of rotation in
the plane of rotation and thus opposes the engine power output.
An indicator used to indicate the amount of torque the engine is

producing
The resultant of the lift and drag forces acting on an aircraft
Total Reaction
A check that is carried out to compare the "track' of all the blades
Tracking Check
on a propeller with each other. The total measured difference
should be within a specified minimum value.
The term used to describe a propeller that is mounted on the front
Tractor
of an engine and produces thrust that pulls the aircraft forwards.
The rear edge of an aerofoil
Trailing Edge
The vortex formed at a wing tip resulting from the airflow under the
Trailing Vortex
wing trying to curl over into the Iow-pressure region above the
wing. This vortex is the primary cause of induced drag. Its intensity
is inversely proportional to airspeed and proportional to aircraft
weight.
Conditions which may occur briefly while accelerating or
Transient
decelerating, or while passing through a specific range of engine
Conditions
operation
When an object is struck and vibrates at its resonant frequency the
Transient
vibration will slowly die away. This is known as transient vibration.
Vibration
Transition point The point on the surface of an aerofoil where laminar airflow
becomes turbulent. The point moves forward as airspeed
increases.
Transition Range A region of flight deck power lever dead movement between the
ground and flight ranges.
The condition where the airflow velocity over a body is part subTransonic
sonic and part sonic or supersonic.
Adjustment to fuel flow, e.g. top temperature trimming
Trim
The profile drag created by the tail plane.
Trim Drag
That part of an engine which is rotated by the medium of gas flow
Turbine
The situation where streamlines cannot maintain their separation
Turbulent Flow
and intermingle creating vortices and re-circulatory flow
A propeller that incorporates only two blade angle settings. A low or
Two-pitch
fine setting for take-off and climbing and a high or coarse pitch
Propeller
setting for cruise.
Torquemeter
Un-feathering
Accumulator
Underspeed
Under Speed
Condition
A pneumatically charged accumulator that stores engine oil under

pressure to assist in the un-feathering of a single acting
counterweight propeller.
The condition in which the actual engine speed is lower than the
desired engine speed as set by pilot
A propeller governor condition where the speeder spring force is
greater than the centrifugal force acting through the governor
flyweights. The propeller blades move towards fine pitch to
increase the RPM.
Page 66 of 80
Universal
Propeller
Protractor
Upwash
The measuring instrument that is used to measure a propeller's

blade angle in relation to the normal and longitudinal datum lines of
a propeller.
The upward deflection of the airflow at the leading edge of an
aerofoil
Vacuum
A region in which the gas pressure is considerably lower than

atmospheric pressure. A perfect vacuum is practically unobtainable
Valve Lift
Solenoid
Vane
Vaporisation
Variable Pitch
Propeller
Vector Quality
Velocity
See 'Increase pitch solenoid valve'.

Term generally used for stationary airfoils in an engine
The conversion of fluids or solids into a gas
A propeller that has a pitch setting that varies automatically to
maintain a pre-selected constant rotational speed.
That which has both magnitude and direction
The velocity of a vibrating body reaches zero at each displacement
peak. It reaches a maximum value as it passes through its natural
rest position.
Distance divided by time or rate of change of distance
Velocity
Velocity Ratio (of Efforts distance moved 4- Loads distance moved
a machine)
A small escape pipe which carries off excess pressures or vapours
Vent
A reduction in the bore of a duct, with convergent upstream and
Venturi
divergent downstream walls, that increases the speed of the fluid
flow
Vibration is described as the physical and alternating displacement
Vibration
of a body about its rest position. It is caused by disturbing forces.
The Parameters of vibration are its displacement, velocity,
acceleration and frequency.
Oscillation, rapid motion to and fro, of a liquid or solid whose
Vibration
equilibrium has been disturbed
A fluid 's resistance to flow
Viscosity
The reluctance of a fluid to flow, or to change shape easily
Viscosity
Easily vaporised
Volatile
A test earned out after repairs to the electrical overshoe. The leads
Voltage Proof
from all the elements are connected together and a high voltage is
Test
applied between the leads and the blade for a period of at least one
minute to ensure there is no breakdown in insulation resistance.
The voltage is gradually increased and then gradually decreased.
VHF Omni-Range
VOR
Collocated VOR and Tacan Stations
VORTAC
A spinning column of air with a Iow-pressure core
Vortex
Wash-in
Wash-out
Weak Mixture
Weight
Windmill
An increase in the angle of incidence of a wing from its root to its tip
A decrease in the angle of incidence of a wing from its root to its tip
One which has an excess of air
The force that acts vertically downwards through the centre of
gravity that is the product of the mass and the acceleration due to
gravity.
A condition where a negative angle of attack exists as a result of
low blade angle and high forward speed. The condition produces
negative thrust and torque resulting in very high drag. The propeller
continues to rotate in the same direction of rotation but it is driving
the engine. Windmill can only occur when there is an axial airflow
component. The condition usually occurs immediately following an
engine failure and can be removed by feathering the propeller.
Page 67 of 80
Windmill Brake
Windmilling
Wing Sweep
Angle
Winglet
Wipe Contact
Yaw dampers
Yaw dampers
A condition that is deliberately selected after landing to improve

braking. The condition is induced by the selection of ground fine
pitch during the landing run. The condition produces negative thrust
and torque with a negative angle of attack.
The act of being turned by the air (motion) stream
The angle formed between the longitudinal axis and a line drawn
along the wing at one quarter chord length.
Aerofoil shaped device fitted at each wing tip to modify and raise
the wing tip trailing vortices to reduce their influence on induced
drag
Where contact is made between a fixed and a moving object, e.g.
carbon brushes in a magneto
The movement of the longitudinal axis around the normal axis.
Stabilised by the fin and controlled by the rudder.
An automatic System used to damp un-commanded yawing
motions that would otherwise lead to Dutch Roll. Used as an
alternative to reducing lateral stability on some swept wing aircraft.
Page 68 of 80
Attachment 2: Part-66 Abbreviations

The following list is a sample of terms taken out of handbooks and technical
training documents. It is suggested to compare the descriptions with the relevant
specialists books or refer to Common Support Data Dictionary published by Air
Transport Association of America, Inc.,1301 Pennsylvania Avenue, NW - Suite
1100, Washington, DC 20004-1707,USA, admin@ataebiz.org
EASA Part-66
Abbreviations
Abbreviation
Description
A/D
ACARS
ACCEL
ACP
ACT
ADC
ADF
ADI
ADSEL
AFC
AFCS
AFIS
AGC
AGL
AHC
AHRS
AID
AIL
AIS
ALC
ALT
ALTS
ALU
AMM
AMPL
ANN or ANNUN
ANSI
ANT
AOC
AOG
AOM
AP, A/P
APC
APE
APP, APPR, APR
APS
APSB, APSBK
APU
ARINC
ARM
AS
ASCB
ASEL
Analogue-to-Digital
ARINC Communications Aircraft Reporting System
Accelerometer, Acceleration
Audio Control Panel
Active
Air Data Computer
Automatic Direction Finder
Attitude Director Indicator
Address Selective
Automatic Frequency Control
Automatic Flight Control System
Automatic/Airborne Flight Information System
Automatic Gain Control
Above Ground Level
Attitude Heading Computer
Attitude & Heading Reference System
Aircraft Installation Delay
Aileron
Aeronautical Information Services
Automatic Level Control
Altitude
Altitude Select
Arithmetic & Logic Unit
Aircraft Maintenance Manual
Amplifier
Annunciator
American National Standards Institute
Antenna
Aircraft Operating Certificate
Aircraft On Ground
Aircraft Operating Manual
Autopilot
Autopilot Computer
Autopilot Engage
Approach
Altitude Preselect
APS Bracket
Auxiliary Power Unit
Aeronautical Radio Incorporated
Armed
Airspeed
Avionics Standard Communications Bus
Altitude Select
Page 69 of 80
ASI
ATC
ATE
ATIS
ATN
ATT
AUX
AZ
Airspeed Indicator
Air Traffic Control
Automatic Test Equipment
Automatic Terminal Information System
Aeronautical Telecommunications Network
Attitude
Auxiliary
Azimuth
B/A
BARO
BC, B/C
BCD
BDI
BFO
Bit
Bank Angle
Barometric
Back Course
Binary Coded Decimal
Bearing Distance Indicator
Beat Frequency Oscillator
A bit is the smallest unit of information in computer
and communication theory, representing a logic '1' or
logic '0'. It is derived from contracting the terms
binary bit.
BITE
BL, B/L
BRG
Built In Test Equipment

Back Localiser
Bearing
CAA
CAD
CAP
CAS
CASE
CAT
CB
CBT
CDU
CE
OFIT
CH
CHP
CKT
CLB
CLK
CLR
CMC
CMD
CMOS
CMPTR
CNTL
COMP, COMPTR
CONT
CORR
COS
CP
CPU
CRC
CRS
CRT
Civil Aviation Authority

Computer Aided Design
Capture
Calibrated Airspeed
Computer Aided Software Engineering
Clear Air Turbulence
Circuit Breaker
Computer Based Training
Control Display Unit
Course Error
Controlled Flight Into Terrain
Channel
Course Heading Panel
Circuit
Climb
Clock
Clear
Central Maintenance Computer
Command
Complementary Metal Oxide Semiconductor
Computer
Controller
Compensation, Compass or Comparator
Controller
Correction
Cosine
Cross Pointer/Control Panel
Central Processor Unit
Cyclic Redundancy Check
Course
Cathode Ray Tube
Page 70 of 80
CS
CSDB
CT
CTRL
CTVAL
CVR
CW
Cross Side
Commercial Serial Data Bus
Control Transformer
Controller
Count Valid
Cockpit Voice Recorder
Carrier Wave
D/A
DA
DADC
DADS
DAU
dB
DBI
DCP
DDM
DEFL
DEG
DEL
DEMOD
DET
DEV, DEVN
DH
DIFCS
DIFF
DISPL
DIST
DMA
DME
DN
DOS
DPU
DSB
DSP
DSR
DUP
Digital to Analogue
Drift Angle
Digital Air Data Computer
Digital Air Data System
Data Acquisition Unit
Decibel
Distance Bearing Indicator
Display Control Panel
Difference in Depth of Modulation
Deflection
Degree
Delete
Demodulator
Detector, Detent
Deviation
Decision Height
Digital Integrated Flight Control System
Differential, Difference
Displacement
Distance
Direct Memory Access
Distance Measuring Equipment
Down
Disk Operating System
Display Processor Unit
Double Side Eand
Display Selector Panel
Desired
Duplicate
GA, G/A
GCS
GEN
GHz
GIGO
GMT
GND
GP
GPS
GPSSU
GS, G/S
Go Around
Ground Clutter Suppression
Generator
Giga-Hertz
Garbage In Garbage Out
Greenwich Mean Time
Ground
Glide Path
Global Positioning System
Global Positioning System Sensor Unit
Glideslope
HB
HBM
Heart Beat
Heart Beat Monitor
Page 71 of 80
HDG
HDG SEL
HDLC
HF
HIRF
HSI
HUD
HYD
Hz
Heading
Heading Select
High Level Data Link
High Frequency
High Intensity Radiated Field
Horizontal Situation Indicator
Heads Up Display
Hydraulic
Hertz
I/O
IAS
ICAO
ID
IF
IFE
ILS
INC-DEC
IND
INS
INTGL
INTLK
INTPT
INV
IRC
IRS
ISO
IVV
Input/Output
Indicated Air Speed
International Civil Aviation Organisation
Identification
Intermediate frequency
In Flight Entertainment
Instrument Landing System
Increase-Decrease
Indicator
Inertial Navigation System
Integral
Interlock
Interrupt
Invert
Instrument Remote Controller
Inertial Reference System
Isolation
Instantaneous Vertical Velocity
K
Kg
kHz
KN
KTS, Kts
Kelvin
Kilogram
Kilo Hertz
Knots
Knots
L
L/C
LAT
LBS
LCD
LF
LH
LNAV
LOC
LONG
LORAN
LOS
LRN
LRU
LS
LSB
LSK
LSS
Left
Inductive/Capacitive
Lateral, Latitude
Lateral Beam Sensor
Liquid Crystal Display
Low Frequency
Left Hand
Lateral Navigation
Localiser
Longitude
Long Range Navigation
Line Of Sight
Long Range Navigation
Line Replacement Unit
Low Speed
Lower Side Band
Line Select Key
Lightning Sensing System
Page 72 of 80
LTG
Lightning
MB
MCP
MDA
MF
MFD
MHz
MIC
MKR
MLS
MM
MMO
MODEM
MOM
MON
MOSFET
MPU
MSB
MSG
MSI
MSP
MT, MTRIM
MTBF
MTBR
MTBUR
MUX
Marker Beacon
Mode Control Panel
Minimum Descent / Disconnect Altitude
Medium Frequency
Multifunction Display
Mega Hertz
Microphone
Marker
Microwave Landing System
Middle Marker
Maximum Mach Operating
Modulator/Demodulator
Momentary
Monitor
Metal Oxide Semiconductor Field Effect Transmitter
Multi-function Processor Unit
Most Significant Bit/ Byte
Message
Mach Speed Indicator
Mode Selector Panel
Mach Trim
Mean Time Between Failure
Mean Time Between Removal
Mean Time Between Unscheduled Removal
Multiplexer
NAV
NC
NCD
ND
NDB
NEG
NFF
NM(s)
NMOS
NO
NOC
NORM
NTF
NVM
Navigation
No Connection or Normally Closed
No Computed Data
Navigation Display
Non Directional Beacon
Negative
No Fault Found
Nautical Mile(s)
N-type Metal Oxide Semiconductor
Normally Open
Navigation on Course
Normal
No Trouble Found
Non Volatile Memory
O/C
OAT
OBS
OM
OSC
OSS
OVRD
On Course
Outside Air Temperature
Omni Bearing Selector
Outer Marker
Oscillator
Over Station Sensor
Override
P0
PI
Ambient air pressure

Air intake pressure
Page 73 of 80
P4
P-DME
P/R
PA
PA
PAM
PAST
PATT
PB
PCB
PCU
PCWS
PES
PFD
PISO
PITCH SYNC
PLC
PMOS
PMS
POS
POST
PPI
Pressure
PREV
PRF
PRI, PRIM
PROC
PROG
PROM
PSU
PTR
PW
PWM
PWR
Compressor outlet pressure (single spool engines)

Combustion chamber outlet pressure (single spool
engines)
Jet pipe pressure (single spool engines)
Precision Distance Measuring Equipment
Pitch/Roll
Passenger Address
Power Amplifier
Pulse Amplitude Modulation
Pilot Activated SelfTest
Pitch Attitude
Push Button
Printed Circuit Board
Power Control Unit
Pitch Control Wheel Steering
Passenger Entertainment System
Primary Flight Display
Parallel In Serial Out
Pitch Synchronisation
Path Length Control
P-type Metal Oxide Semiconductor
Performance Management System
Position
Power On System Test
Plan Position Indicator
Load divided by cross-sectional area. Nm or Ib in
Previous
Pulse Repetition Frequency
Primary
Processor
Programmer, Programming
Programmable Read Only Memory
Power Supply Unit
Press To Reset
Pitch-wheel or Pulse-width
Pulse-width Modulated
Power
QAR
QC
QEC
QTY
QUAD
Quick Access Recorder

Quality Control
Quadrantal Error Corrector
Quantity
Quadrant
R
RA
RA, R/A, RAD ALT
RAM
RCB
RCVR
RDR
REF
REFL
Right
Resolution Advisory
Radio Altimeter
Random Access Memory
Radio Communications Bus
Receiver
Radar
Reference
Reflection
P2
P3
Page 74 of 80
REL
REQ
RET
RETR
REV
RF
RFI
RG
RGB
RH
RLG
RMI
RMU
RN, RNAV
RNAPP
RNG
RSB
RT, R/T
RUD
RVT
RX/TX, Rx/Tx
RZ
Release
Request
Return
Retract
Reversionary
Radio Frequency
Request For Information
Rate Gyro
Red/Green/Blue
Right Hand
Ring Laser Gyroscope
Radio Magnetic Indicator
Radio Management Unit
Area Navigation
RNAV Approach
Range
Radio System Bus
Receiver/Transmitter, Rate of Turn
Rudder
Rotary Variable Transformer
Receiver/Transmitter
Return to Zero
SAT
SATCOM
SBY, STBY
SCR
SCS
SDI
SEC
SEC
SEL
SELCAL
SG
SID
SIG
SIN
SIPO
SLS
SPD
SPKR
SQ
SRC
SRN
SSB
SSEC
STA EL
STAB
STAR
STC
STP
STR, STRG
SVO
Static Air Temperature

Satellite Communication
Standby
Silicon Controlled Rectifier
Single Channel Select
Source Destination Index
Seconds, Secondary
Sector
Select
Selective Calling
Signal/Symbol Generator
Standard Instrument Departure
Signal
Sine
Serial In Parallel Out
Side Lobe Suppression
Speed
Speaker
Squelch
Source
Short Range Navigation
Single Side Band
Static Source Error Correction
Station Elevation
Stabilised, Stabilisation
Standard Terminal Arrival Route
Sensitivity Time Control
Steep
Steering
Servo
Page 75 of 80
SYNC
SYS
Synchronisation
System
TA
TACAN
TAS
TAT
TBA
TBD
TCAS
TCS
TEMP
Test
TGT
TGT
TKE
TLA
TLE
TOGA
TP
TRK
TRU
TSO
TTG
TTL
TURB
TX
Traffic Advisory
Tactical Air Navigation System
True Air Speed
Total Air Temperature
To Be Assigned
To Be Decided
Traffic alert Collision Avoidance System
Touch Control Steering
Temperature
To make certain, by using the necessary test
equipment that a component functions correctly
Turbine Gas Temperature
Target
Track Error
Torque Limit Aileron
Torque Limit Elevator
Take-Off Go-Around
Test Point
Track
Transformer Rectifier Unit
Technical Standard Order
Time To Go
Tuned To Localiser
Turbulence
Transmit
UART
UB
UHF
ULB
UNCPLD
USB
Universal Asynchronous RX/TX

Utility Bus
Ultra High Frequency
Underwater Locator Beacon
Un-coupled
Upper Side Band
V/L
VA
VAL
VALT
VANG
VAPP
VASL
VBS
VFLC
VHF
VLD
VLF
VLV
VMO
VNAV
VOR
VORTAC
VOR/ Localiser
Volt Ampere
Valid
Vertical Altitude
Vertical Angle
VOR Approach
Vertical Altitude Select
Vertical Beam Sector
Vertical Flight Level Change
Very High Frequency
Valid
Very Low Frequency
Valve
Velocity Maximum Operating
Vertical Navigation
VHF Omni-Range
Collocated VOR and Tacan Stations
Page 76 of 80
VPTH
VRT, VERT
VS
VSI
VSWR
Vertical Path
Vertical
Vertical Speed
Vertical Speed Indicator
Voltage Standing Wave Ratio
WAAS
WL, W/L
WO
WOW
WT
WX
WXP
Wide Area Augmentation System

Wings Level
Washed Out
Weight On Wheels
Weight
Weather Radar
Weather Radar Panel
XCVR
XFR
XMIT
XMTR
XPDR
XPNDR
XTK
Transceiver
Transfer
Transmit
Transmitter
Transponder
Transponder
Cross Track
YD, Y/D
YDS
Yaw Damper
Yaw Damper System
Page 77 of 80
Attachment 3: Overview Number of Questions needed
The table shows the minimum number questions needed to generate complete Part-66
examinations. Taking in mind that each participant of an examination should get an individual
set of questions, the question bank should have at least five times as much question as
shown below. In total there should be around 10.000 questions available as a minimum.
MC- Questions
Module 1 Mathematics
Category A
Category B1
Category B2
Essay
Total
Cat
Questions (Module) A
16
30
30
76
0
0
0
30
50
50
130
Module 3 Electrical Fundamentals
Category A
20
Category B1
50
Category B2
50
100
Module 4 Electronic Fundamentals
Category A
Category B1
20
Category B2
40
60
0
0
0
Cat
B1
Cat B1.1 B1.2

B2 B1.3 B1.4
16
30
30
76
Module 2 Physics
Category A
Category B1
Category B2
30
50
50
130
20
0
0
50
50
100
0
0
20
40
60
Module 5 Digital Techniques/ Electronic Instrument Systems

Category A
0
16
Category B1.1 and B1.3
0
40
Category B1.2 and B1.4
0
20
Category B2
0
70
130
130
Module 6 Materials / HW
Category A
0
50
Category B1
0
70
Category B2
0
60
180
180
Module 7 Maintenance
Practice
Category A
2
70
Category B1
2
80
Category B2
2
60
210
210
Module 8 Basic
Aerodynamics
Category A
0
20
Category B1
0
20
Category B2
0
20
60
60
16
40
20
50
70
60
70
80
60
20
20
20
Page 78 of 80
Module 9 Human Factors

Category A
Category B1
Category B2
Module 10 Aviation Legislation
Category A
Category B1
Category B2
Module 11a
Turbine Aeroplane
Aerodynamics,
Structures and Systems
Category A
Category B1
Category B2
Module 11b
Piston Aeroplane
Aerodynamics,
Category A
Category B1
Category B2
Module 12
Helicopter Aerodynamics,
Category A
Category B1
Category B2
Module 13
Aircraft Aerodynamics,
Category A
Category B1
Category B2
Module 14 Propulsion
Category A
Category B1
Category B2
Module 15 Gas Turbine Engine
Category A
Category B1
Category B2
20
20
20
60
1
1
1
30
40
40
110
1
1
1
100
130
230
0
0
-
70
100
170
0
0
-
90
115
205
0
0
-
130
130
25
25
60
90
150
0
0
-
20
20
20
60
30
40
40
110
100
130
230
70
100
170
90
115
205
130
130
25
25
60
90
150
Page 79 of 80
Module 16 Piston Engine

Category A
Category B1
Category B2
Module 17 Propeller
Category A
Category B1
Category B2
TOTAL
50
70
120
0
0
-
20
30
30
0
0
-
50
70
0
12
20
30
30
2026
662
915
525
40
Page 80 of 80
20

Setting Up MCQ & Essay Questions For Part 66 Exams

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Setting Up MCQ & Essay Questions For Part 66 Exams

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What are the main requirements for Part-66 questions?

What are the main requirements for Part-66 questions?

How should multiple choice questions be constructed?

How should multiple choice questions be constructed?

Methodology

LPLUS GmbH, Bremen 2008

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Requirements of Part-66 questions

Basic Knowledge Requirements Category A, B1, B2 and C Aircraft Maintenance Licence

Setup Multiple-choice Questions

Setup Essay Questions

Specifications to Essay questions

Writing Essay Questions

Marking Essay Questions

Weighting Essay Answer

Sample of typical errors in written answers

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Essay Question forms

General Checklist Essay

Wording Checklist Essay

Schematic display of a questions with graphic objects

Check list Using diagrams

Example: List of Diagrams in Part-66 Question Bank

Attachment 1: Part-66 Terms

Attachment 2: Part-66 Abbreviations

Attachment 3: Overview Number of Questions needed

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Formal construction at computer compatible questions

Standard question elements

Question System Elements

Refer to the question bank management for a detailed list of fields

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Manual feed back

Question appears in an examination

Please refer to chapter 5 Use of Diagrams for more details

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Requirements of Part-66 questions

Basic Knowledge Requirements Category A, B1, B2 and C Aircraft

Learning Objectives Category A, B1, B2 and C Aircraft Maintenance Licence

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Setup Multiple-choice Questions

- A PDF file of units of measurement can be found at

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aware of these characteristics in order to use multiple-choice questions

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A question contributes to the reliability of the examination if it differentiates in the

Chance of Scoring 70% or higher by

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Anatomy of a Multiple-choice Questions

Multiple-choice question types

Principals of writing Multiple-choice Questions

Specifications to write Multiple-choice Question Text

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Bad structure: short core or question,

Statement, situation, scenario

(b) Questions and answers should be formulated as simply as possible: the

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Question texts can consist of a single question:

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