1.

As the aircraft accelerates down the runway, the angle of attack of a fixed pitch propeller:

a) Increases.

b) Decreases.

c) Remains the same.

d) Requires that the blade angle changes to compensate for forward speed.

Propeller torque is:

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

b) The helical path of the propeller through the air.

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

d) The thrust produced by the propeller.

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

a) CTM turning the propeller to fine pitch.

b) The propeller from accidentally feathering at high rpm.

c) The propeller from feathering on shut down.

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

If engine power is increased with the propeller lever in the constant speed range, rpm

increases, then:

a) The governor weights move out, blade angle decreases, rpm decrease, weights remain

out.

b) The governor weights move in, blade angle increases, rpm decrease, weights move out.

c) The governor weights move out, blade angle increases, rpm decrease, weights move in.

d) The governor weights move out, blade angle increases, rpm decrease, weights move in,

blade angle decreases again.

In the case of an aircraft with a fixed pitch propeller, an increase in R.P.M. during the take

off run at full throttle is due to:

a) An increase in propeller blade slip.

b) The engine overspeeding.

c)A more efficient propeller blade angle of attack.

d) The propeller angle of attack increasing.

During the take off run, a fixed pitch propeller is:

a) At too coarse an angle for maximum efficiency.

b) At too fine an angle for maximum efficiency.

c) At the optimum angle for efficiency.

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

An Auto - Feathering system senses:

a) Low R.P.M.

b) Decreasing R.P.M.

c) High torque.

d) Low torque.

The CSU incorporates an oil pump. Its purpose is:

a) To provide pressure to feather the propeller.

b) To provide pressure to unfeather the propeller.

c) To increase the engine oil pressure to a higher pressure to operate the propeller pitch

change mechanism.

d) To ensure adequate lubrication of the CSU.

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

a) During take off.

b) During the cruise.

c) At the maximum level flight speed.

d) For landing.

If it is required to increase the R.P.M. of a variable pitch propeller without moving the

power lever, the propeller lever must be moved:

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

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

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

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

The Beta range of a propeller is from:

a) The feather stops to the Flight Fine Pitch stop.

b) The feather stops to the Ground Fine Pitch stop.

c) The feather stops to the reverse pitch stop.

d) The Flight Fine Pitch stop to the reverse pitch stop.

Propeller blade angle is:

a) The angle between the blade chord and the plane of rotation.

b) The angle between the relative airflow and the chord.

c) Dependent upon RPM and TAS.

d) The difference between effective pitch and geometric pitch.

The blade angle of a propeller is the angle between:

a) The root chord and the tip chord of the propeller.

b) The chord and the airflow relative to the propeller.

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

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

A propeller which is windmilling:

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

b) Rotates the engine in reverse and gives drag.

c) Rotates the engine in reverse and gives some thrust.

d) Rotates the engine in the normal direction and gives drag.

A right hand propeller:

a) Rotates in a clockwise direction when viewed from the rear.

b) Is a propeller fitted to the right hand engine.

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

d) Is a propeller mounted in front of the engine.

If the RPM and throttle levers of an engine with a Variable Pitch propeller are not moved

with increasing TAS, the Angle of Attack:

a) Increases initially, and then decreases.

b) Increases.

c) Decreases.

d) Remains the same.

An aircraft with a fixed pitch propeller goes into a climb with reduced IAS and increased

rev/min. The propeller:

a) Angle of attack will decrease.

b) Pitch will decrease.

c) Angle of attack will increase.

d) Angle of attack will remain the same.

The greatest stress on a rotating propeller occurs:

a) At the tip.

b) At about 75% of the length.

c) At the mid point.

d) At the root.

When the CSU is running on speed:

a) The governor weight centrifugal force balances the CSU spring force.

b) The CSU spring force balances the oil pressure.

c) The governor weight centrifugal force balances the oil pressure.

d) The supply of oil to the CSU is shut off.

The blade angle:

a) Is constant along the propeller blade.

b) Decreases from root to tip.

c) Increases from root to tip.

d) Varies with changes in engine rpm.

The thrust force of a propeller producing forward thrust:

a) Tends to bend the propeller tips forward.

b) Tends to bend the propeller tips backward.

c) Tends to bend the propeller in its plane of rotation.

d) Causes a tension load in the propeller.

The propeller blade is twisted:

a) To reduce the thrust at the root of the blade.

b) To prevent the blade from fully feathering.

c) To reduce the tip speed.

d) To even out the thrust force along the length of the blade.

The angle of attack of a fixed pitch propeller:

a) Depends on forward speed only.

b) Depends on forward speed and engine rotational speed.

c) Depends on engine rotational speed only.

d) Is constant for a fixed pitch propeller.

Question Concerning an aircraft with a fixed pitch propeller, propeller efficiency will be:
a) Low at low speed, high at high speed.

b) High at low speed, low at high speed.

c) Constant at all speeds.

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

A propeller blade is twisted along its length:

a) To compensate for the Centrifugal Twisting Moment.

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

c) To increase the thrust given by the tip.

d) To maintain constant thrust from root to tip.

The alpha range of a variable pitch propeller is between:

a) Feather and flight fine pitch stop.

b) Feather and ground fine pitch stop.

c) Flight fine pitch stop and reverse stop.

d) Ground fine pitch and reverse stop.

The Geometric Pitch of a propeller is:

a) The theoretical distance the propeller would move forward in one revolution at the blade

angle set.

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

c) The distance the propeller actually moves forward in one revolution.

d) The angle the propeller chord makes to the relative airflow.

Propeller torque results from the forces on the propeller:

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

b) Caused by centrifugal effect, giving a moment around the propeller's longitudinal axis.

c) Caused by the airflow, giving a moment around the aircraft's longitudinal axis.

d) Caused by centrifugal effect, giving a moment around the aircraft's longitudinal axis.

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

a) Normal constant speed operation of the propeller.

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

c) Feathering and unfeathering the propeller.

d) Unfeathering the propeller.