Aircraft Maintenance
to control engine parameters (receives all
Fuel Metering System
 A rich mixture
 Acceleration unit
 Their leanest practical mixture delivery at
cruising speeds and enriched by means of
the economizer system at higher power
settings
 The pressure is inversely proportional to the
velocity
 Increase direction (stabilize cams, springs,
and linkages)
 Between the venturi and the engine
(carburetors location)
 After the main discharge nozzle and venturi
(location of float-type carburetor)
 Velocity increases, temperature decreases,
and pressure decreases
 2 (curve of fuel/air ratio)
 From the idle discharge nozzle
 Hydromechanical or electronic (type of fuel
control used on turbine engines)
 Decrease the air density to the carburetor
 False high compression and turbine
discharge pressure, and a subsequent low
trim
 Regulates the idle system (not a function of
carburetor venturi)
 Causes an immediate reversion to control by
the hydromechanical fuel control unit
(adverse effect on operation)
 Adjusts a standard hydromechanical fuel
control unit to obtain the most effective
engine operation (operating information)
 Develops the command to various actuators
necessary data)
 Both No.1 and No. 2 are true (mixture used
at rated power and idle)
 To obtain maximum thrust output when
desired
 Fuel is injected at each cylinder intake port
 Temporarily enrich the mixture when the
throttle is suddenly opened
 Add or remove the shims under the needle-
valve seat
 Rich at rated power (clogged carburetor)
 Burns too fast (detonation occurs)
 Slightly lower than the discharge nozzle
outlet
 100 parts of dry air (correct fuel/air ratio)
 And the engine is warmed up to normal
temperatures, adjust the idle mixture, then
the idle speed
 It will become richer
 Increase (carburetor venturi is reduced)
 Replace the needle valve and seat
 Regulates the richness of the fuel/air charge
entering the engine (function of altitude
mixture control)
 Ensuring the turbine blade to engine case
clearances are kept to a minimum by
controlling case temperatures
 Regulating the pressure on the fuel in the
float chamber (back-suction mixture control)
 Acting on the fuel in the float chamber
 Humidity is increased (reciprocating engine
power decreased)
 Turn all accessory bleed air off
 A spring in the unmetered fuel chamber to
supplement the action of normal metering
forces
 Engine will not die
 Aid in proper fuel vaporization (purpose of
bleed opening)
 It aids in emulsifying/vaporizing the fuel at
idle speeds (function of idling air bleed)
 Backfiring
 The float chamber will be vented to a
negative pressure area
 Float needle valve is worn or otherwise not
seated properly
 No relationship since they operate
independently
 Main air bleed
 A leaking needle valve and seat assembly
(float-type carburetor becomes flooded)
 The amount of fuel returning to the fuel tank
from the carburetor will be increased
(carburetor loses buoyancy)
 Rich at high altitudes
 Better fuel vaporization and control of fuel
discharge, especially at lower engine speeds
 Richer as either the altitude or temperature
increases
 Rise, and enrich the mixture (float-type
carburetor)
 An increase of 10 to 50 to the RPM before
decreasing
 Introducing low pressure (intake manifold) air
into the float chamber
 Pressurization valve closed, dump valve
open
 All (continuously)
 Fuel specific gravity setting
 Throttle valve (controls the volume of fuel/air
mixture)
 Mixture control (controls the ratio of the
fuel/air mixture)
 Is held constant throughout the entire engine
operating range
 1 part fuel to 11 parts air
 Is adjusted with engine warmed up and
operating
 Because at idling speeds the engine may not
have enough airflow around the cylinders to
provide proper cooling
 Prevent an overly rich mixture during sudden
acceleration
 Changes in RPM or manifold pressure
 Set idle RPM and maximum speed or EPR
(trimming turbine engines)
 It supplies and regulates the additional fuel
required for all engine speeds above cruising
 Continental system uses fuel pressure only
as a metering force
 Be enriched (carburetor with AMC)
 Has little or no effect
 Primer while the mixture control is positioned
at IDLE CUTOFF
 Air velocity
 Mixture control position (factor not used in
operation of gas turbine engine fuel)
 Venturi (measures the amount of air
delivered to the engine)
 Venturi (limits the desired maximum airflow at
full throttle)
 Increases the fuel/air ratio at high power
settings (economizer system of float type
carburetor)
 An increase in manifold pressure that occurs
when the throttle valve is opened
 Parting surface of the carburetor
 All RPM’s above idle range
 Altitude or temperature (reciprocating engine
AMC responds to density)
 Use water injection
 The low pressure between the edges of the
throttle valve and the throttle body pulls the
fuel from the idle passage
 Incomplete fuel vaporization
 Hang a thermometer in the shade of nose
wheel-well until temperature reading
stabilizes

 Decrease fuel density and destroy surface  An increase in cylinder head temperature (an
tension excessively lean fuel/air mixture)

 Automatic mixture control stuck in the

extended position
 Clogged main air bleed (engine running rich
at full throttle)
 An adjustable throttle stop or linkage
 Accelerating system (prevent leaning during
quick acceleration)
 Do not measure the level at the edge of the
float chamber
 Decreases and RPM increases momentarily
before the engine ceases the fire
 Varying the pressure acting on the fuel in the
float chamber
 One, two, three, eight, and nine (priming of
radial engine)
 Economizer valve not operating
 Drains the engine manifold lines to prevent
fuel boiling deposits in the lines as a result of
residual engine heat (at engine shutdown)
 Ambient humidity (not an input parameter for
turbine engine fuel control)
 No wind and low moisture (trimming of
turbine engine is accurate)
 Provide a richer mixture and cooling at
maximum power output
  more resistant to damage when the joint is
tightened
 10 percent of the wall thickness (scratches or
nicks)
Aircraft Engineering
 The hose may have developed a set, or have
Fluid Lines and Fittings been manufactured with a pre-set shape, and
must be supported to maintain its shape
 The minimum radius for steel is greater than

 Hand operated wheel-type tubing cutter for than aluminum (minimum allowable bend

 Symbols are always black against a white radii)

background regardless of line content  1 (tightened by turning the nut a specified

 1 and 2 (Butyl and Teflon) amount)

 The possibility of reducing the flare thickness  AN-818-8 (coupling nut for ½ inch aluminum)

by wiping or ironing during the tightening  Corrosion-resistant steel annealed

process  52-1/2 inches (maximum distance between

 0.606 inch (3/4 inch tubing dimension) end fittings)

 Prevent excessive stress on the tubing  3, 1, 6, 2, 5, 4 (proper order of making a

 1 (AN fittings have an identifying shoulder) single flare)

 Have equivalent flow characteristics
 By cutting out the damaged area and utilizing
a swaged tube fitting to join the tube ends  Flattening by not more than 25 percent of the

 Both No.1 and No. 2 are true (bonded original diameter is permissible

clamps)  Remove paint or anodizing from tube at

 Inside diameter (flexible hose) clamp location (installing of bonded clamps)

 Tension is undesirable because
 Soft copper, aluminum, brass
pressurization will cause it to expand and
 Black (color of AN steel flared-tube fitting)
shift
 Contracts in length and expands in diameter
 Providing bends in the tubing
 At the sleeve and flare junction
 Used to carry a hazardous substance
 Impressions left in natural or synthetic rubber
(PHDAN)
hose material
 37° (flare angle of AN fittings)
 A slack 5 to 8 percent of the length
 Appear in the heel of a bend
 Outside diameter in 1/16 inch increments
 The pressure of a fluid decreases at points
where the velocity of the fluid increases
  Bonding straps must be installed across the
instruments mounts as a current path
 1 and 2 (pressure and temperature) (bourdon
tube)
 1 and 3 (VSI and altimeter) (static pressure)
Aircraft Engineering
 1, 3, and 5 (VSI, altimeter, ASI)

Aircraft Instruments System  1,3, 4, and 5 (free air, carb air, coolant, and
oil temp)
 2, 3, 7, 8 (instrument replacement)
 1, 4, 5, 6 (instrument discrepancies corrected
 100-hour inspections of instruments
by mechanic)
 Minimum and/ or maximum operation limits
 2 and 4 (aircraft flight manual and aircraft
 Vacuum relief valve improperly adjusted
maintenance manual)
 Negative pressure (static leakage check)
 3 (a certified repair station)
 Only No.1 is true (aircraft instruments are
 5 (case paint chipped)
color-coded)
 3 (Altimeter) (unpressurized aircraft’s static
 A blue radial line
pressure)
 Display alphanumeric data representations of
 29.92” Hg (pressure altitude)
aircraft instruments
 Pressure altitude (29.92” Hg on ground)
 Provide current return paths (bonding)
 Receive and process input signals from
 Transmitting a signal and receiving back a
aircraft and engine sensors and send the
reflected signal (radar altimeter)
data to the appropriate display
 Not parallel to the true angle of attack of the
 Design of the instrument case (method of
aircraft
mounting aircraft instruments in panels)
 Not perform repairs to aircraft instruments
 White (slippage marking)
(airframe and powerplant rating)
 By an expanding-type clamp secured to the
 Altimeter after suction has been applied to
back of the panel and tightened by a screw
the static system to cause prescribed
from the front of the instrument panel
equivalent altitude to be indicated
 Electrically with wires (synchro transmitter)
 Chromel/alumel thermocouples (turbine
 Three (gyro instruments)
engine EGT measured)
 The existing atmospheric pressure (engine
 Low-frequency, high amplitude shocks
manifold pressure indication when not
 Dry-type vacuum pumps with carbon vanes
operating)
are very susceptible to damage from solid
 The altimeter and airspeed indicator will both
airborne particles and must take in only
read low
filtered air (vacuum system)
 Isolating portions of the line and testing each  The desirable temperature range (green arc
portion systematically starting at the on temperature gauge)
instrument connections  Represent the nose of the aircraft (lubber line
 Dampen the oscillation of the float (magnetic in directional gyro)
compass liquid)  Lubber line (fixed line mark)
 A Bourdon tube (operating mechanism of  100 feet in 1 minute (maximum altitude loss)
hydraulic pressure gauge)
 Not be altered and are designed for a specific
installation (aircraft temperature
thermocouple)
 The instrument installer
 Equipment is added that could affect
compass deviation
 That function is inoperative (warning flags)
 Altitude above ground level
 allow the pilot to select the appropriate
system configuration for the current flight
situation (function of display controller)
 cylinder head temperature gauge, airspeed
indicator (have range markings)
 Deviation
 10° (maximum deviation)
 Magnetic influence deviation (swinging
magnetic compass)
 Digital signals (data transmitted between
components in an EFIS)
 The specific aircraft maintenance or flight
manual (aircraft instrument value)
 both roll and yaw
 electrically (fuel flow transmitters)
 iron or steel cases (electrically operated
instruments are made of)
 install another instrument (vacuum-operated
instrument glass loose)
 Part 43, Appendix E

Aircraft Engineering
Welding
 Larger diameter tube with fishmouth and
rosette welds (engine mounts repair)
 The weld section does not have the strength
of the original (welding heat-treated
magnesium)
 It hardens the surface (carburizing flame)
 The penetration should be 100 percent of the
thickness of the base metal
 Tinned (resurfaced soldering iron)
 A loose tip (welding torch backfire)
 Slightly carburizing (welding torch flame to
weld stainless steel)
 Contain acetone (cylinders store acetylene)
 Contain acetone (high pressure cylinders)
 Material compatibility
 A way to bring about strength reduction in
joint (filling or grinding a weld bead)
 Neutral (oxyacetylene flame)
 Be neutral and soft (oxyacetylene flame)
 Steal (oxygen and acetylene cylinders)
 The metal will absorb carbon and lose its
resistance to corrosion (too much acetylene)
 Dangerously unstable (acetylene at line
pressure above 15 PSI)
 Removes stress caused by forming
 Not permitted (welding over brazed or
soldering joints)
 2 (SAE 4130 chrome/molybdenum)
 Helium or argon, or a mixture of helium and
argon
 Minimizes or prevents oxidation (purpose of
flux in welding aluminum)
 Flux (oxides form)
 To chemically clean the base metal of oxide
film (flux in soldering operations)
 Painted on the surface to be welded and
applied to the welding rod
 Reduces internal stress and assures more
complete penetration
 Cool too rapidly (very thin and pointed tip on
soldering copper)
 Joints in electric wire to be soldered should
be mechanically secure prior to soldering
(correct soldering)
 The size of tip opening (gas welding)
 Amount of heat applied to the work
 Prevent the formation of oxides in the puddle
(GTA)
 Filler rod should be the same composition as
base metal
 Welded patch plate (recommended repair for
steel tube longeron)
 Aids in getting full penetration of the metal
and prevents local distortion
 The inert-act welding process uses an inert
gas to protect the weld zone from the
atmosphere

Aircraft Engineering
Assembly and Rigging
 117 pounds minimum, 143 pounds maximum
 Torque and directional control (auxiliary tail
rotor)
 Directional stability (vertical fin)
 Lateral stability (parallel axis)
 Rudder (vertical axis directionally controlled)
 Aileron (differential control)
 Pitch (longitudinal stability)
 Poor longitudinal stability (increase a pitching
moment)
 Decrease when the aircraft structure and
cables become cold (cable-operated control)
 Cyclic pitch control (longitudinal axis or roll of
helicopter)
 Cyclic pitch control (lateral axis or pitch of
helicopter)
 Collective pitch changes (vertical flight of
helicopter)
 To manufacturer’s specification (repairing or
re-covering of rudder)
 Retain a set tension (tension regulator in
flight control cables)
 Span and chord (physical factor in aspect
ratio)
 3 (7 by 19 cable)
 137 inches aft of the zero or fixed reference
line (fuselage no. 137)
 Through the center of gravity at all times
 Corrosion resisting steel (cotter pins made of)
 It disconnects the rotor whenever the engine
stops or slows below the equivalent of rotor
RPM (purpose of free-wheeling unit)
 Automatically disengage the rotor from the
engine in case of an engine failure (purpose
of free-wheeling unit)
 Rejected (fiber or nylon insert-type nut)
 Leading edge to trailing edge (measurement
of chord)
 Airplane to be off balance both laterally and
directionally
 Varying the pitch of the tail rotor blades
(directional control maintained by)
 Bubble level and special fixtures described
by the manufacturer
 Upward regardless of elevator position
(nosedown)
 With the nose to the wind (rigging and
alignment checks)
 The airplane will be heavy on the controls
(cables are rigged)
 Reduce stalling speed (purpose of wing slats)
 Pulleys (changes in direction of control cable)
 Pully misalignment (excessive wear on
control cables)
 Full rated strength of the cable (swagging
tool manufacturer)
 3° (fairleads)
 Longitudinal axis (contributes most stability in
wing dihedral)
 Checked with a go-no-go gauge before and
after, to show compliance with the
manufacturer’s requirements after the
swaging operation
 Less than the retreating blade (single-rotor
helicopter)
 So that the airplane will have a nose-heavy
tendency (airplane center of lift)
 Pilot can determine the relative position of
the trim tab from the cockpit (aircraft flight
control trim)
 A line parallel to the wing chord and a line
parallel to the longitudinal axis of the aircraft
 Install critical stress panels or plates (jacking
of an aircraft)
 So that the air current do not destabilize the
scale (aircraft indoors for weighing)
 The up travel is more than down travel
(differential control in aileron system)
 Both drag and lift will increase due to
increased angle of attack (left wing of a
monoplane)
 move toward the leading edge (angle of
attack of an airfoil increase, the center
pressure will)
 the safety wire ends are wrapped a minimum
of four turns around the terminal end shanks
 increasing the angle of incidence of left wing,
or decreasing the angle incidence of the right
or both
 each aileron to have a greater up travel (from
the streamlined position) than down travel
 Torque direction is the opposite of rotor blade
rotation
 Tail to pivot in the direction of torque rotation
around the main rotor axis
 Track (main rotor blades that not cone by
same amount)
 down and the elevator will move down (flight
control forward and to the right)
 down and elevator will move up (rearward
and to the left)
 Cotter pin (acceptable safety device for a
castle nut)
 With the aileron in the neutral position
(universal propeller protractor)
 Degree of flaps travel (universal propeller
protractor use to measure)
 Stall the inboard portion of the wings first
(purpose of stall strips)
 Varying the pitch of the tail rotor blades
 using a dihedral board and bubble level along
the front spar of each wing (correct dihedral
angle)
 front spar (dihedral angle)
 lateral axis (improper rigging)
 the threaded rod ends should be checked for
the amount of thread engagement by means
of the inspection hole provided (100-hour
inspection)
 aircraft type certificate data sheet
 worn attachment fittings (control surfaces
tend to vibrate)
 Does not change when in flight (angle of
incidence of an airplane)
 Relative position of the blades during rotation
(purpose of checking main rotor blade)
 1/8 inch (smallest size cable)
 Tilting the main rotor disk in the desired
direction (helicopter in forward flight)
 Assist the pilot in moving the control surfaces
(purpose of spring tabs or servo tabs)
 Inspecting for broken standards (placing a
piece of cloth)
 A width measurement left or right of and
parallel to, the vertical centerline (buttock
line)
 Fowler flaps (flaps system increases wing
area)
 Use terminal gauge to check the diameter of
the swaged portion of the terminal
 the vertical axis but not the longitudinal axis
(vertical fin of single-engine propeller)
 also increase (lift of an airfoil increases, the
drag will)
 aircraft service or maintenance manual
(precise information to perform symmetry
alignment)
 lateral axis (elevators of conventional
airplanes)
 the behavior of the trailing edge when the
surface is suspended from its hinge points
(rebalancing of the control surfaces)
 an unsteady flow of turbulence (buffeting)
 around or about the longitudinal axis
controlled by ailerons
 the full rated strength of the cable
 poor longitudinal stability (increase pitching
moment)
 angle of attack (acute angle formed)
  Provide bleed air for the aircraft pneumatic
systems (primary function of load
compressor)

Aircraft Engineering

Auxiliary Power Unit

 Stabilize the pressure of the air before it

enters the compressor (function of APU air
inlet plenum)
 An electric starter (APU usually rotated by)
 The airplane’s main fuel supply (fuel supplied
to APU)
 The bleed air valve is opened (most of the
load place on an APU)
 Is identical to the engine-driven generators
(APU generator)
 Remains at or near rated speed regardless of
the load condition (speed of an APU)
 Pneumatic loading will be automatically
modulated to maintain a safe EGT (APU
shaft output power)
 Automatically by the APU fuel control system
(fuel scheduling)
 Closing the bleed air valve (APU engine
cooling)
  First coat to prevent fabric rotting and are
applied thin enough to saturate and fabric
(fungicidal dopes)
 Blushing (adverse humidity)
 Wash primer (phosphoric acid)
 Retarder (slow the drying time of some
finishes)
 Old wash primer coats may be overcoated
directly with epoxy finishes)

Aircraft Engineering

Aircraft Finishes

 Too much material applied in one coat (usual

cause of runs and sags)
 Remove grease from fabric (correct use of
acetone)
 Reflect ultraviolet from the fabric (aluminum-
pigment in dope)
 Avoid touching the surface with bare hands
(before applying a protective coating)
 Cure to the finish and be very difficult to
remove (masking tape)
 A glossy, blush-free finish (hydrated wash
primer)
 Corrosion (unhydrated wash primer)
 Static electricity buildup (sanding on fabric)
 Polyurethane (properly applied finish topcoat)
 52 inches (minimum space required for the
registration mark N1683C)
  Both No. 1 and No. 2 are true (turbine
engines)
 Dividing turbine outlet total pressure by
engine inlet total pressure (EPR determined
by)
 Generally, an accurate trend forecast may be
made after an engine’s first oil sample
analysis (turbine engine oil analysis)
 Fuel/air ration being burned in the cylinders
(purpose of exhaust gas analyzer)
 Immediately aft of the last turbine stage
 Front of the engine inlet and the aft end of
the compressor (engine pressure ratio)
 Bootstrapping (unregulated power changes)
 Fuel nozzles (fuel flowmeter used with a
continuous fuel injection)
Aircraft Engineering
 Percent of engine RPM (units that turbine
Engine Instrument System engine tachometers calibrated)
 Synchronous motors (electric motors used in
electric tachometers)

 Fuel mass-flow (fuel-flow indication data)  The three-phase ac generator (tachometer

 Fuel pressure (fuel injected opposed engine system sends information to the indicator)

airplanes utilizes a measure of)  Noticeable shift in EPR (application of anti-

 An electrical signal (fuel-flow indicator) icing)

 Tachometer (primary engine instrument)  Three (computerized fuel system)

 Using aircraft electrical system power (motor  A current generated by the temperature

driven impeller and turbine fuel flow) difference between dissimilar metal hot and

 Chromel-alumel (Jet engine thermocouples) cold junctions (thermocouple type cylinder

head temperature)
 Engine pressure ratio indicator (instrument
 It requires no external power (thermocouple
indicates the thrust)
type cylinder head temperature)
 Engine thrust being produced (engine
 Monitor engine RPM during starting and to
pressure ratio)
indicate overspeed conditions (tachometer on
 Only No. 1 is true (EPR)
axial-compressor turbine engine)
 Both No. 1 and No. 2 are true (powerplant
 Moves off-scale on the zero side of the meter
instrument markings)
(thermocouple leads)
 An increase fuel flow indication on the gauge
 Galvanometer (basic meter used to indicated
cylinder head temperature)
 Diaphragm or bellows (instruments that
provide low or negative pressure)
 The maximum limit for high transients such
as starting (red triangle or dot or diamond
mark on engine instruments)
 2, 4, 5, 8 (instrument discrepancies)
 1 and 2 (bourdon-tube instrument)
between the two ends of the thermocouple
(thermocouple type cylinder)
 Indicate absolute pressure in the intake
manifold (manifold pressure gauge)
 Turbine inlet temperature (EGT provides
relative indication in)
 One or more fuel nozzles are clogged (twin-
engine aircraft with fuel injected reciprocating
engine)

 5 (case paint chipped)  The hot junction is located at the cylinder and

 Are designed for a specific installation and the cold junction is located at the instrument

may not be altered (thermocouple leads) (hot and cold junctions)

 Turbine inlet temperature (instrument that  Obtain the best mixture setting for fuel

should be monitored to minimize hot start) efficiency (EGT gauge)

 Fuel flowmeter (most accurately indicates  Either a wheatstone bridge or ratiometer

fuel in reciprocating engines) circuit (common type of electrically operated

 One indicates engine RPM and the other oil temperature gauge)

main rotor RPM (helicopters require a

minimum of two synchronous systems)
 Turbine damage or loss of turbine efficiency
(high exhaust, high fuel flow, and low RPM)
 Prevailing atmospheric pressure (complete
break in the line between the manifold
pressure)
 Frequency (RPM indication of synchronous
ac motor-tachometer)
 Frequency (indicator of tachometer is
responsive to)
 Higher than normal fuel flow indication
(principal fault in the pressure type fuel
flowmeter indicating system)
 Mean effective cylinder pressure (change in
manifold pressure)
 Bourdon tube (measures high relatively fluid
pressures)
 The voltage output of a thermocouple system
is determined by the temperature difference