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    Dgca & Easa Module 15: Part-16 Turbo-Prop, Turbo-Shaft Engine & Auxiliary Power Units (Apus)

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    NS Chakravarthy
    The document provides information about turbo-prop, turbo-shaft engines, and auxiliary power units (APUs). It contains questions and answers about key features and functions. Specifically, it discusses that a free turbine is usually found on a turbo-prop engine and is connected to the power output shaft. It also notes that APUs have a constant speed and are self-contained, providing pneumatic and electrical power to aircraft. The document seeks to test knowledge of these engine components.

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    Dgca & Easa Module 15: Part-16 Turbo-Prop, Turbo-Shaft Engine & Auxiliary Power Units (Apus)

    Uploaded by

    NS Chakravarthy
    73 views5 pages
    The document provides information about turbo-prop, turbo-shaft engines, and auxiliary power units (APUs). It contains questions and answers about key features and functions. Specifically, it discusses that a free turbine is usually found on a turbo-prop engine and is connected to the power output shaft. It also notes that APUs have a constant speed and are self-contained, providing pneumatic and electrical power to aircraft. The document seeks to test knowledge of these engine components.

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    Mod 15 APU

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    The document provides information about turbo-prop, turbo-shaft engines, and auxiliary power units (APUs). It contains questions and answers about key features and functions. Specifically, it discusses that a free turbine is usually found on a turbo-prop engine and is connected to the power output shaft. It also notes that APUs have a constant speed and are self-contained, providing pneumatic and electrical power to aircraft. The document seeks to test knowledge of these engine components.

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    73 views5 pages

    Dgca & Easa Module 15: Part-16 Turbo-Prop, Turbo-Shaft Engine & Auxiliary Power Units (Apus)

    Uploaded by

    NS Chakravarthy
    The document provides information about turbo-prop, turbo-shaft engines, and auxiliary power units (APUs). It contains questions and answers about key features and functions. Specifically, it discusses that a free turbine is usually found on a turbo-prop engine and is connected to the power output shaft. It also notes that APUs have a constant speed and are self-contained, providing pneumatic and electrical power to aircraft. The document seeks to test knowledge of these engine components.

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    DGCA & EASA Module 15 : Part-16

    Turbo-prop,Turbo-Shaft Engine &


    Auxiliary Power Units (APUs)
    Question
    DGCA & EASA Module 15 : Part-16 Turbo-prop,Turbo-Shaft Engine &
    Auxiliary Power Units (APUs) Question
    Turbo-prop Engine

    1. A free turbine is usually found on a.


    A. turbo-jet.
    B. turbo-fan.
    C. turbo prop.
    Ans : turbo prop.
    Explanation: NIL.

    2. A free turbine is.


    A. not directly connected to the power output shaft.
    B. connected directly to the propeller and compressor.
    C. connected directly to the power output shaft.
    Ans : connected directly to the power output shaft.
    Explanation: Rolls Royce The Jet Engine page 5 refers.

    3. The fuel flow in a turboprop engine within the constant speed range is controlled.
    A. automatically.
    B. manually.
    C. No Control.
    Ans : automatically.
    Explanation: Once the power lever has set the gas generator RPM it is controlled automatically to
    maintain the constant speed.

    4. Torque measurement is taken from the.


    A. reduction gearbox.
    B. prop shaft.
    C. free turbine shaft.
    Ans : reduction gearbox.
    Explanation: Rolls Royce The Jet Engine Page 137 refers.

    5. Electrical propeller de-icing pads are.


    A. at the root.
    B. at the tip.
    C. on the trailing edge.
    Ans : at the root.
    Explanation: On the leading edge from the root outward.

    6. Fuel trimming on a turboprop engine is.


    A. pilot controlled.
    B. governor controlled.
    C. automatic.
    Ans : governor controlled.
    Explanation: Rolls Royce The Jet Engine page 98 refers.

    7. What controls the fuel trimmer on a turboprop engine?.


    A. The blade angle.
    B. Propeller Control Unit.
    C. Engine Speed Governor.
    Ans : Engine Speed Governor.
    Explanation: Rolls Royce The Jet Engine page 98 refers.

    8. What is the purpose of the reduction gear on a propeller driven engine?.


    A. To maintain a constant propeller blade speed.
    B. To enable torque measurement.
    C. To prevent the propeller tips reaching the speed of sound.
    Ans : To prevent the propeller tips reaching the speed of sound.
    Explanation: Reduction ratios vary between 13.5 :1 and 10:1.

    9. If an E.P.R gauge is installed on turbofans as a measure of power output, what is used on a


    turboprop?.
    A. E.P.R gauge.
    B. Torque-meter.
    C. Thermocouples.
    Ans : Torque-meter.
    Explanation: Torque is used because it is measuring the resistance to rotation of the propeller, which
    is turned by the power of the engine.

    10. What type of reduction gear is used on most turboprop modern engines?.
    A. Helical cut parallel spur gears.
    B. Epicyclic reduction gear.
    C. Straight cut parallel spur gears.
    Ans : Epicyclic reduction gear.
    Explanation: Epicyclic gearing is essential to enable the very large torque to be safely absorbed.

    Turbo-Shaft Engines.

    1. A turbo-shaft engine has.


    A. a mechanical connection between compressor and turbine.
    B. a power shaft which is not connected to the compressor.
    C. none of the above.
    Ans : a power shaft which is not connected to the compressor.
    Explanation: Jepperson Gas Turbine Powerplants Page 2-6 refers.

    2. On a twin spool turbo-shaft engine, the free turbine is connected to the.


    A. output gearbox.
    B. L.P gearbox.
    C. H.P gearbox.
    Ans : output gearbox.
    Explanation: The output gearbox will normally contain a reduction gear system and torque measuring
    equipment.

    3. In the majority of helicopters, the thrust generated by the gas generator is absorbed by the.
    A. L.P turbine.
    B. Free power turbine.
    C. H.P turbine.
    Ans : Free power turbine.
    Explanation: The power turbine drives a reduction/rotor transmission gearbox.

     Auxiliary Power Units (APUs).

    1. An A.P.U has.
    A. automatically controlled thrust and is self contained.
    B. variable speed and is self contained.
    C. constant speed and is self contained.
    Ans : constant speed and is self contained.
    Explanation: Jepperson Gas Turbine Powerplants Page 7-26.

    2. An A.P.U shut down is initiated by.


    A. high oil pressure, fire warning, hot oil temperature.
    B. low oil pressure, fire warning, hot oil temperature.
    C. low oil pressure, fire warning.
    Ans : low oil pressure, fire warning, hot oil temperature.
    Explanation: Honeywell 331-200 A.P.U handbook refers.

    3. An A.P.U start cycle is completed at.


    A. 100% RPM.
    B. 75% RPM.
    C. 95% RPM.
    Ans : 95% RPM.
    Explanation: Jeppesen Aircraft Powerplant Page 7-25 refers.

    4. An A.P.U power lever is located.


    A. behind the throttles.
    B. at the Flight Engineer Station.
    C. An A.P.U is fully automatic and does not require a power lever.
    Ans : An A.P.U is fully automatic and does not require a power lever.
    Explanation: Jeppesen Aircraft Powerplant Page 7-23.

    5. An A.P.U consists of.


    A. a power compressor and load compressor.
    B. a power compressor and directly connected turbine.
    C. a load compressor and free turbine.
    Ans : a power compressor and load compressor.
    Explanation: The power compressor generates the pressure to drive the system, the load compressor
    supplies air to the aircraft pneumatic system.

    6. When necessary, A.P.U engine cooling before shutdown may be accomplished by.
    A. closing the bleed air valve.
    B. opening the bleed air valve.
    C. unloading the generator(s).
    Ans : closing the bleed air valve.
    Explanation: Jeppesen A&P Technician Propulsion Textbook 3-37.

    7. Frequently, an aircraft's auxiliary power unit (A.P.U) generator.


    A. is identical to the engine-driven generators.
    B. has a higher load capacity than the engine-driven generators.
    C. supplements the aircraft's engine-driven generators during peak loads.
    Ans : is identical to the engine-driven generators.
    Explanation: Jeppesen A&P Technician Propulsion Textbook 3-36.

    8. Fuel scheduling during A.P.U start and under varying pneumatic bleed and electrical loads is
    maintained.
    A. automatically by the A.P.U fuel control system.
    B. manually through power control lever position.
    C. Jeppesen A&P Technician Propulsion Textbook 3-37.
    Ans : automatically by the A.P.U fuel control system.
    Explanation: NIL.

    9. An A.P.U is usually rotated during start by.


    A. a pneumatic starter.
    B. a turbine impingement system.
    C. an electric starter.
    Ans : an electric starter.
    Explanation: NIL.
    10. Usually, most of the load placed on an A.P.U occurs when.
    A. the bleed air valve is opened.
    B. an electrical load is placed on the generator(s).
    C. the bleed air valve is closed.
    Ans : the bleed air valve is opened.
    Explanation: Jeppesen A&P Technician Propulsion Textbook 3-37.

    11. The function of an A.P.U air inlet plenum is to.


    A. stabilize the pressure of the air before it enters the compressor.
    B. increase the velocity of the air before entering the compressor.
    C. decrease the pressure of the air before entering the compressor. .
    Ans : stabilize the pressure of the air before it enters the compressor.
    Explanation: Jeppesen A&P Technician Propulsion Textbook 3-37.

    12. In a large commercial passenger transport aircraft the A.P.U supplies.


    A. pneumatics and electrics.
    B. electrics.
    C. pneumatics.
    Ans : pneumatics and electrics.
    Explanation: Jeppesen Aircraft Powerplant Page 7-25.

    13. When in operation, the speed of an A.P.U.


    A. remains at or near rated speed regardless of the load condition.
    B. remains at idle and automatically accelerates to rated speed when placed under load.
    C. is controlled by a cockpit power lever.
    Ans : remains at or near rated speed regardless of the load condition.
    Explanation: Jeppesen A&P Technician Propulsion Textbook 3-37.

    14. Generally, when maximum A.P.U shaft output power is being used in conjunction with pneumatic
    power.
    A. electrical loading will be automatically modulated to maintain a safe E.G.T.
    B. temperature limits and loads must be carefully monitored by the operator to maintain a safe E.G.T.
    C. pneumatic loading will be automatically modulated to maintain a safe E.G.T.
    Ans : pneumatic loading will be automatically modulated to maintain a safe E.G.T.
    Explanation: Jeppesen A&P Technician Propulsion Textbook 3-37.

    15. For an A.P.U to run 'unmanned' it must be equipped with.


    A. an automatic fire extinguishing system.
    B. both an audible fire warning and an automatic fire extinguishing system.
    C. an audible fire warning.
    Ans : both an audible fire warning and an automatic fire extinguishing system.
    Explanation: The audible warning is external and internal and auto fire extinguishing (when the
    engines are not running) is normal.

    16. An A.P.U is.


    A. a self contained constant speed gas turbine engine.
    B. a reserved engine in case of a main engine failure.
    C. a self contained variable speed gas turbine engine.
    Ans : a self contained constant speed gas turbine engine.
    Explanation: Jeppesen Aircraft Gas Turbine Powerplant Page 7-24 refers.

    17. When the A.P.U is running and pneumatics are on.


    A. bleed valve is closed, surge valve is open.
    B. bleed valve is open, surge valve is closed.
    C. bleed valve is open, surge valve is modulating.
    Ans : bleed valve is open, surge valve is closed.
    Explanation: NIL.

    18. When is the A.P.U at its greatest load?.


    A. With generator loads on line.
    B. With bleeds closed.
    C. With bleeds open and with generator loads on line.
    Ans : With bleeds open and with generator loads on line.
    Explanation: Modern A.P.U's supply pneumatics and electrical power.

    19. Auxiliary power units provide.


    A. hydraulic and electrical power.
    B. pneumatic and electrical power.
    C. hydraulic and pneumatic power.
    Ans : pneumatic and electrical power.
    Explanation: Electrical power is normally available up to the service ceiling with pneumatics up to
    about 17000 ft (Boeing B-757/767).

    20. When starting an A.P.U what would the normal duty cycle be on a modern aircraft?.
    A. 6 attempted starts per half hour with 5 minutes between attempts.
    B. 3 attempted starts per hour with 5 minutes between each attempt.
    C. 6 attempted starts per hour with 5 minutes between attempts.
    Ans : 3 attempted starts per hour with 5 minutes between each attempt.
    Explanation: Honeywell A.P.Us recommend 3 continuous start attempts per hour. Boeing 757/767
    notes add that a 60 minute cool-down period should be allowed before further start attempts are
    made.

    21. From where does the A.P.U receive a fire signal?.


    A. It has its own system.
    B. It is dependent on the airframe system.
    C. It is dependent on the engine fire system.
    Ans : It has its own system.
    Explanation: The A.P.U compartment has its own firewires sending a discrete signal to the A.P.U fire
    controller.

    22. What are the two most important signals when monitoring an A.P.U?.
    A. E.G.T and RPM.
    B. Oil Pressure and Inlet Pressure.
    C. E.G.T and Oil Pressure.
    Ans : E.G.T and RPM.
    Explanation: E.G.T and RPM are monitored on the A.P.U page of EICAS /ECAM systems.

    23. One of the accessories driven from the A.P.U gearbox in a centrifugal switch, the purpose of
    which is to.
    A. arm the governed speed indication circuits and max. RPM governor.
    B. cancel the ignition circuits and arm the overspeed protection circuits.
    C. control starting and automatic extinguishing circuits.
    Ans : cancel the ignition circuits and arm the overspeed protection circuits.
    Explanation: NIL.

    24. What iniates A.P.U shutdown?.


    A. Fire detection, low oil pressure, high oil temperature.
    B. Overspeed, fire detection, low oil quantity.
    C. Low oil pressure, low oil pressure, high oil temperature.
    Ans : Fire detection, low oil pressure, high oil temperature.
    Explanation: Honeywell 331-200 A.P.U handbook refers.

    Click Here For : DGCA & EASA Module 15  : Part-17 Engine Fire Protection
    System Question
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