Jet Engine Theory And Design
- 1.WHICH OF THE FOLLOWING TYPES OF ENGINE DOES NOT USE ATMOSPHERIC AIR FOR COMBUSTION
- A.
ROCKET
- B.
PULSEJET
- C.
RAMJET
- 2.WHAT EFFECT DOES A DIVERGENT DUCT HAVE ON AIRFLOW
- A.
AN INCREASE IN PRESSURE AND DECREASE IN VELOCITY
- B.
AN INCREASE IN PRESSURE AND INCREASE IN VELOCITY
- C.
A DECRASE IN PRESSURE
- 3.DEFINITION OF FORCE ?
- A.
ACTION ON A BODY THAT CHANGES EITHER ITS MASS OR ITS WEIGHT
- B.
THE TOTAL AMOUNT OF WORK REQUIERED TO MOVE AN OBJET
- C.
ACTION ON A BODY THAT CHANGES ITS STATE OF MOTION
- 4.MAS IS THE QUANTITY OF MATTER, WEIGHT IS PULL OF GRAVITY ON THAT QUANTITY OF MATTER
- A.
True
- B.
False
- 5.RATE OF DOING WORK
- 6.ENGLISH MEASUREMENT FOR MECHANICAL POWER
- 7.MEASURAMENT OF FORCE TIMES DISTANCE
- 8.CAPACITY FOR DOING WORK
- 9.A STANDER DAY AT SEA LEVEL IS INDICATE BY
- A.
30.95 INCHES OF MERCURY, 0.00% HUMIDITY, AND A TEMPERATURE OF 59.0 DEGREE F
- B.
30.95, 25.-65
- C.
29.92 INCHES OF MERCURY, 0.00 % HUMIDITY AND A TEMPERATUR OF 59.0 D F
- 10.WHEN TEMP INCREASE IT THE SLUG OF AIR THE MOLECULES MOVE FASTER, RUN INTO EACH OTHER WITH MORE IMPACT AND MOVE FUTHER APART DECREASING AIR DENSITY
- A.
True
- B.
False
- 11.WHAT IS THE RAM EFFECT
- A.
MORE AIR ARRIVING THE ENGINE
- B.
MORE AIR ARRIVING THE ENGINE INTAKE THAN THE ENGIEN CAN INGEST
- C.
THE AIRSPEED AT WICH RAM PRESSURE DECREASE EQUAL FRICTION
- 12.WORK
- A.
NEWTONS 1ERS LAW
- B.
NEWTONS 2D LAW
- C.
NEWTONS 3ER LAW
- 13.ACTION/ REACTION
- A.
NEWTONS 1ERS LAW
- B.
NEWTONS 2D LAW
- C.
NEWTONS 3RS LAW
- 14.ACELL/ ERATION
- A.
NEWTONS 1ERS LAW
- B.
NEWTONS 2D LAW
- C.
NEWTONS 3ERS LAW
- 15.WHAT ARE THE THREE PARTS OF MIL-STD-879 ENGINE DESIGNATION SYSTEM
- A.
TYPE INDICATOR , MANUFACTOR SYMBOL, AND MODEL INDICATOR
- B.
TYPE INDICATOR , MANUFACTOR SYMBOL, SERVICE INDENTIFIFIER
- C.
TYPE INDICATOR , MANUFACTOR SYMBOL, AND TYPE INDICATOR
- 16.WHICH OF THE FOLLOWING IS A REASON FOR PROPER AIR ENTRANCE DUCT DESIGN
- A.
TO INCREASE RAM RECOVERY WHILE REDUCING PRESSURE DROPS
- B.
TO REDUCE THE RATIO OF COMPRESSOR DISCHARGE PRESSURE TO DUCT INLET PRESSURE
- 17.A SINGLE AIR ENTRANCE IS MORE ADVANTAGEOUS THAN DUAL AIR ENTRANCE SYSTEM FOR WICH OF THE FOLLOWING REASONS
- A.
IT EASIER FOR AIRCRAFT TO MANUFACTURE
- B.
IT OBTAINS MAXIMUN RAM PRESSURE
- 18.DURING SUPERSONIC FLIGHT WHAT MAJOR AIRCRAFT COMPONENT CAN NOT WITHTAND SUPERSONIC VELOCITY AIRFLOW
- A.
THE TAIL
- B.
THE ENGINE
- C.
THE INTAKE
- 19.IN AN AXIAL-FLOW ENGINE, BY WHAT MEANS IS HIGH-VELOCITY , LOW PRESSURE AIR CONVERTED TO LOW-VELOCITY, HIGH PRESSURE AIR
- A.
ACTION OF SINGLE INTAKE DIFFUSER
- B.
ACTION OF STATOR BLADES AT EACH STAGE OF COMPRESSION
- 20.WHAT IS THE MOST SERIOUS DISADVANTAGE OF AXIAL-FLOW COMPRESSOR
- A.
LOW COMPRESSION RATIO
- B.
HIGH STARTING POWER NEEDS
- C.
HIGH TENDENCY TO STALL
- 21.WITCH REFERENCE TO AXIAL-FLOW ENGINE THE ANGLE OF ATTACK IS THE ANGLE AT WICH THE AIRFLOW
- A.
STRIKES THE ROTOR BLADES
- B.
BECOMES TURBULANT OVER THE UPPER FOIL SURFACE
- 22.WHAT THREE ENGINE OPERATING PARAMETER CAUSE THE AIRFLOW ANGLE OF ATTACT TO VARY
- A.
ENGINE RPM, HUMIDITY AND COMPRESSOR DISCHARGE PRESSURE
- B.
ENGINE, RPM, COMPRESSOR-INLER TEMP AND COMPRESSOR DISCHARGE PRESSURE
- 23.ENGINE CHOKING REFER TO WHICH OF THE FOLLOWING TERMS
- A.
HIGH COMPRESSOR INLET AIR TEMP
- B.
STALL DUE TO AN EXCESS VOLUME OF AIR IN THE REAR OF COMPRESSOR
- 24.WHICH OF THE FOLLOWING IS NOT CONSIDER BY ENGINE MANUFACTURES AS CORRECTIVE ACTION FOR A FRONT END, LOW SPEED. HIGH TEMP STALL
- A.
INSTALLING A BLEED VALVE IN THE MIDDLE OF REAR PORTION OF THE COMPRESSOR SECTION
- B.
INCREASING COMPRESSOR LOAD THROUGH THE USE OF VARIABLE-AREA EXHAUST NOZZLES
- 25.GIUDES VANE CHANGE THE DIRECTION OF THE AIR ENTERING AND LEAVING THE COMPRESSOR IN WHAT MANER
- A.
BY SWIRLING IT AS IT ENTERS AND LEAVES
- B.
BY SWIRLING IT AS IT ENTERS AND STRAIGHTENING IT OUT AS IT LEAVES
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