Piston Engines 97 Questions 1 ATPL 021 Aiframes & Systems Intentionally left blank. 2 ATPL 021 Aiframes & Systems 1. The five events of a four-stroke cycle engine in the orer of their occurrence are! A. Intake, ignition, compression, power, exhaust. B. Intake, power, compression, ignition, exhaust. . Intake, compression, ignition, power, exhaust. !. Intake, ignition, power, compression, exhaust. 2. "o#$ression ratio is the ratio %et&een the! A. piston tra"el on the compression stroke an# the intake stroke. B. combustion chamber pressure on the combustion stroke an# on the exhaust stroke. . cylin#er "olume with piston at bottom #ea# centre an# at top #ea# centre. !. fuel an# air in the combustion chamber. '. (hat are the functions of the lu%ricating oil in an aircraft engine) A. $ubricates, cools, cleans an# pre"ents fatigue of parts. B. $ubricates, cools, seals an# pre"ents internal pressure buil#%up. . $ubricates, seals, cools, cleans an# pre"ents corrosion. !. $ubricates an# increases friction between mo"ing parts. *. (hat is #eant %y a &et su#$ engine) A. &ne that uses hy#raulic "al"e lifters B. &ne that uses water in'ection for #etonation suppression. . &ne that carries its oil supply in an external oil tank. !. &ne that carries its oil supply in the engine itself. +. (hat ty$e of oil o #ost engine #anufacturers reco##en to ne& reci$rocating engine %reak-in) A. (etallic%ash #etergent oil. B. Ashless%#ispersant oil. . Straight mineral oil. !. Semi%synthetic oil. ,. (here are cooling fins usually locate on air-coole engines) A. )xhaust si#e of cylin#er hea#, connecting ro#s, an# cylin#er walls. B. )xhaust si#e of the cylin#er hea#, insi#e the pistons, an# connecting ro#s. . ylin#er hea#, cylin#er walls, an# insi#e the piston skirt. !. ylin#er hea#, cylin#er barrel, an# insi#e the piston hea#. * ATPL 021 Aiframes & Systems 7. -uring groun o$eration of an engine. the co&l fla$s shoul %e in &hat $osition) A. +ully close#. B. +ully open. . &ne%thir# open. !. ,wo%thir#s open /. 0ne reason for the ual ignition syste# on an aircraft engine is to $rovie for one of the follo&ing! A. Impro"e# engine performance. B. -niform heat #istribution. . Balance# cylin#er hea# pressure. !. &ne ignition system ser"es as stan# by in case the system in operation fails. 9. The correct for#ula to calculate the #ulti-cyliner engine is$lace#ent is ! A. piston area . piston stroke . number of cylin#ers B. piston area . piston stroke . cylin#er "olume . number of cylin#ers !. cylin#er length . cylin#er #iameter 10. 1n #ost cases aero$lane $iston engines are short stroke engines. This $er#its a ! A. better piston cooling. B. lower fuel consumption. . lighter construction. !. cheaper construction 11. The useful &ork area in an ieal 0tto engine inicator iagra# is enclose %y the follo&ing gas state change lines A. 2 a#iabatic an# 1 isothermic lines. B. 2 a#iabatic an# 2 isochoric lines. . 2 a#iabatic an# 2 isobaric lines. !. 2 a#iabatic, 1 isochoric an# 1 isobaric lines. 12. The ignition occurs in each cyliner of an four-stroke engine 2T-" 3 To$ -ea "enter4 A. behin# ,! at each secon# crankshaft re"olution. B. before ,! at each crankshaft re"olution. . behin# ,! at each crankshaft re"olution. !. before ,! at each secon# crankshaft re"olution. / ATPL 021 Aiframes & Systems 1'. The $o&er out$ut of a $iston engine can %e calculate %y ! A. 0ressure times arm. B. 1ork times "elocity. . +orce times #istance. !. ,or2ue times 30(. 1*. The $o&er of a $iston engine &hich &ill %e #easure %y using a friction %rake is ! A. +riction horse power. B. Brake horse power. . 4eat loss power. !. In#icate# horse power. 1+. The tor5ue of an aero$lane engine can %e #easure at the! A. camshaft. B. propeller bla#es. . accessory gear box. !. gear box which is locate# between the engine an# the propeller. 1,. The crank asse#%ly consists of A. crankshaft, connecting ro#s an# pistons. B. propeller, crankshaft, pistons an# connecting ro#s. . rankcase, crankshaft, connecting ro#s an# pistons. !. crankshaft, camshaft, "al"es, "al"e springs an# push ro#s. 17. 0n four-stroke $iston engines. the theoretical valve an ignition settings are rea6uste in orer to increase the! A. engine r.p.m. B. compression ratio . piston #isplacement !. o"erall efficiency 1/. 1n a four-stroke $iston engine. the only 7riving7 stroke is ! A. compression B. intake . firing%expansion !. exhaust 5 ATPL 021 Aiframes & Systems 19. The $ositions of the intake an e8haust valve at the en of the $o&er stroke are! A. both "al"es open. B. intake "al"e close# an# exhaust "al"e open. . both "al"es close#. !. exhaust "al"e close# an# intake "al"e open. 20. A $iston engine co#$ression ratio is the ratio of the ! A. swept "olume to the clearance "olume. B. clearance "olume to the swept "olume. . total "olume to the swept "olume. !. total "olume to the clearance "olume. 21. The &orking cycle of a four-stroke engine is ! A. in#uction, compression, power, exhaust. B. in#uction, power, compression, exhaust. . compression in#uction, power, exhaust. !. in#uction, compression, expansion, power. 22. The co#$ression ratio of a $iston engine is the ratio of the! A. #iameter of the bore to the piston stroke. B. "olume of the cylin#er with the piston at bottom #ea# centre to that with the piston at top #ea# centre. . area of the piston to the cylin#er "olume. !. weight of the air in#uce# to its weight after compression. 2'. The $art of a $iston engine that transfor#s reci$rocating #ove#ent into rotary #otion is ter#e the ! A. crankshaft B. piston . camshaft !. re#uction gear 2*. 1f the e8haust valve of a four-stroke cycle engine is close an the intake valve is 6ust closing. the $iston is on the A. intake stroke. B. power stroke. . exhaust stroke. !. compression stroke. 6 ATPL 021 Aiframes & Systems 2+. The horse$o&er evelo$e in the cyliners of a reci$rocating engine is kno&n as the! A. shaft horsepower. B. in#icate# horsepower. . brake horsepower. !. thrust horsepower. 2,. 1n a $iston engine. the ca#shaft A. rotates at the same spee# as the crankshaft. B. rotates at half the spee# of the crankshaft. . rotates at twice the spee# of the crankshaft. !. is in#epen#ent of the crankshaft 27. 0n &hich stroke or strokes are %oth valves on a four-stroke cycle reci$rocating engine cyliner o$en uring a $art of the strokes. A. )xhaust. B. Intake. . 0ower an# intake. !. )xhaust an# intake. 2/. (hat oes valve overla$ $ro#ote) A. $ower intake manifol# pressure an# temperature. B. A backflow of gases across the cylin#er. . An o"erlap of the power an# intake strokes. !. Better sca"enging an# cooling characteristics. 29. At &hat s$ee #ust a crankshaft turn if each cyliner of a four-stroke cycle engine is to %e fire /00 ti#es a #inute) A. 277 30(. B. 877 30(. . 1677 30(. !. *277 30(. '0. (hich of the follo&ing &ill ecrease volu#etric efficiency of a reci$rocating engine) A. 4igh fuel octane rating. B. Short intake pipes of large #iameter. . $ow carburetor air temperature. !. 4igh cylin#er hea# temperature. 9 ATPL 021 Aiframes & Systems '1. 1n a four-stroke cycle aircraft engine. &hen oes the ignition event take $lace) A. After the piston reaches ,! on intake stroke. B. Before the piston reaches ,! on compression stroke. . After the piston reaches ,! on power stroke. !. After the piston reaches ,! on compression stroke. '*. The oil viscosity e$ens on the! A. 2uantity of oil. B. outsi#e pressure. . oil pressure. !. oil temperature. '+. 9or internal cooling. reci$rocating engines are es$ecially e$enent on! A. a rich fuel:air mixture B. the circulation of lubricating oil . a properly functioning thermostat !. a lean fuel:air mixture ',. 1n aition to the fire ha:ar introuce. e8cessive $ri#ing shoul %e avoie %ecause ! A. it fouls the spark plugs B. it washes the lubricant of cylin#er walls . it #rains the carburettor float chamber !. the gasoline #ilutes the oil an# necessitates changing oil '7. The reaing on the oil $ressure gauge is the! A. pressure of the oil on the outlet si#e of the pressure pump. B. #ifference between the pressure pump pressure an# the sca"enge pump pressure. . pressure in the oil tank reser"oir. !. pressure of the oil on the inlet si#e of the pressure pump. '/. The oil syste# for a $iston engine incor$orates an oil cooler that is fitte ! A. after the oil has passe# through the engine an# before it enters the sump B. between the oil tank an# the pressure pump . after the pressure pump but before the oil passes through the engine !. in the return line to the oil tank after the oil has passe# through the sca"enge pump 8 ATPL 021 Aiframes & Systems '9. Lo& oil $ressure is so#eti#es the result of a A. restricte# oil passage B. too large oil pump . worn oil pump !. too small sca"enger pump. *0. 1n a reci$rocating engine oil syste#. the te#$erature %ul% senses oil te#$erature A. an# in#icates the a"erage oil temperature. B. at a point after the oil has passe# through the oil cooler. . while the oil is in the hottest area of the engine. !. imme#iately before the oil enters the oil cooler. *1. "yliner &alls are usually lu%ricate %y A. splashe# or spraye# oil. B. a #irect pressure system fe# through the crankshaft, connecting ro#s, an# the piston pins to the oil control ring groo"e in the piston. . oil that is picke# up by the oil control ring when the piston is at bottom centre. !. oil migration past the rings #uring the intake stroke. *2. 1gnition syste#s of $iston engines use for s#all general aviation aero$lanes are A. in#epen#ant from the electrical system of the aeroplane. B. #epen#ant on the battery. . #epen#ant on the !%;enerator. !. #epen#ant on the A%;enerator. *'. 1f the groun &ire %et&een the #agnetos an the ignition s&itch %eco#es isconnecte the #ost noticea%le result &ill %e that! A. the engine cannot be starte# with the ignition switch in the <&=< position B. a still operating engine will run #own . the engine cannot be shut #own by turning the ignition switch to the <&++< position !. the power #e"elope# by the engine will be strongly re#uce# **. The $ur$ose of an ignition s&itch is to ! A. connect the battery to the magneto B. connect the secon#ary coil to the #istributor . control the primary circuit of the magneto !. connect the contact breaker an# con#enser in series with the primary coil > ATPL 021 Aiframes & Systems *+. ;ner nor#al running conitions a #agneto ra&s $ri#ary current ! A. from the aircraft batteries "ia an in"erter. B. from the booster coil. . #irectly from the aircraft batteries. !. from a self%containe# electro%magnetic in#uction system. *,. Prolonge running at lo& r$# #ay have an averse effect on the efficiency of the! A. carburettor. B. sparking plugs. . oil pump. !. fuel filter. *7. The $ur$ose of a istri%utor in an ignition syste# is to istri%ute! A. secon#ary current to the sparking plugs. B. primary current to the con#enser. . secon#ary current to the con#enser. !. primary current to the sparking plugs. */. The very ra$i #agnetic fiel changes 2flu84 aroun the $ri#ary coil in a #agneto are acco#$lishe %y the! A. contact breaker points closing. B. istributor arm aligning with one of the high tension segments. . contact breaker points opening. !. rotor turning past the position of maximum flux in the armature. *9. An aircraft #agneto is s&itche off %y A. opening the primary circuit B. groun#ing the primary circuit . opening the secon#ary circuit !. groun#ing the secon#ary circuit. +0. An i#$ulse #agneto cou$ling A. a#"ances ignition timing an# gi"es a hotter spark at starting B. e#uces magneto spee# #uring engine warm%up . gi"es a retar#e# spark at starting !. gi"es an automatic spark increase #uring high spee# operation. 17 ATPL 021 Aiframes & Systems +1. 1f an engine fails to sto$ &ith the #agneto s&itch in 099 $osition. the cause #ay %e ! A. excessi"e carbon formation in cylin#er hea#. B. switch wire groun#e# . #efecti"e con#enser !. foule# spark plugs +2. 1f the groun &ire %et&een the #agneto an the ignition s&itch %eco#es isconnecte. the #ost noticea%le result &ill %e that the engine A. will not operate at the left magneto B. cannot be shut #own by turning the switch to the &++ position. . will not operate at the right magneto !. cannot be starte# with the switch in the &= position +'. An i#$ulse cou$ling use on a #agneto for a $iston engine is for A. a#"ancing ignition timing B. pro"i#ing a retar#e# spark for engine starting. . 2uick remo"al an# installation !. absorbing starting loa#s +*. (hen the #agneto selector s&itch is set to 70997 $osition. the $iston engine continues to run nor#ally. The #ost $ro%a%le cause of this failure is that! A. ,here is a carbon #eposit on the spark plugs electro#es. B. &n a magneto, a groun#ing wire is broken. . A wire from the magneto is in contact with a metallic part of the engine. !. ,here are local hot points in the engine ?probably #ue to o"erheating of the cylin#er hea#s@. ++. 1n a $iston engine. #agnetos are use to $rouce the s$ark &hich ignites the fuel<air #i8ture. The o$erating $rinci$le of #agnetos consists in ! A. accumulating in a con#enser a low "olt current from the battery, reconstitute it as high "oltage current at the moment the spark is generate#. B. obtaining a high amp low "olt current in or#er to generate the spark. . breaking the primary current in or#er to in#uce a low amp high "olt current which is #istribute# to the spark plugs. !. creating a brief high intensity magnetic fiel# which will be sent through the #istributor at the appropriate time. +,. (hich of the follo&ing conitions #ost likely lea to etonation) A. Improper ignition timing. B. -se of fuel with too low octane rating. . Improper "al"e grin#ing at o"erhaul. !. -se of fuel with too high octane rating. 11 ATPL 021 Aiframes & Systems +7. 1n orer to turn a #agneto off. the $ri#ary circuit #ust %e! A. Shunte# to the battery circuit. B. ;roun#e#. . &pene#. !. Shorte#. +/. 1f the groun &ire of a #agneto is isconnecte at the ignition s&itch. the result &ill %e! A. ,he affecte# magneto will be isolate# an# the engine will run on the opposite magneto. B. A #ecrease in magnetic lines of force. . ,he engine will stop running. !. ,he engine will not stop running when the ignition switch is turne# off. +9. (hen $erfor#ing a #agneto groun check on an engine. correct o$eration is inicate %y! A. A #ecrease in manifol# pressure. B. An increase in 30(. . =o #rop in 30(. !. A slight #rop in 30(. ,0. 0n #oern car%urettors. the variations of #i8ture ratios are o%taine %y the a6ust#ent of ! A. fuel flow an# air flow. B. air flow. . fuel flow. !. fuel flow, air flow an# temperature. ,1. 1n &hich sections of the car%urettor &oul icing #ost likely occur) A. main air blee# an# main #ischarge noAAle B. float chamber an# fuel inlet filter . accelerator pump an# main metering 'et !. "enturi an# the throttle "al"e ,2. The o$erating $rinci$le of float-ty$e car%urettors is %ase on the! A. increase in air "elocity in the throat of a "enturi causing an increase in air pressure B. automatic metering of air at the "enturi as the aircraft gains altitu#e . #ifference in air pressure at the "enturi throat an# the air inlet !. measurement of the fuel flow into the in#uction system 12 ATPL 021 Aiframes & Systems ,'. 1n an engine e5ui$$e &ith a float-ty$e car%urettor. the lo& te#$erature that causes car%urettor ice is nor#ally the result of! A. freeAing temperature of the air entering the carburettor B. "aporiAation of fuel an# expansion of the air in the carburettor . compression of air at the carburettor "enturi !. low "olatility of a"iation fuel ,*. (hich state#ent is true concerning the effect of the a$$lication of car%urettor heat) A. it re#uces the #ensity of air entering the carburettor, thus enriching the fuel:air mixture B. it re#uces the "olume of air entering the carburettor,thus leaning the fuel:air mixture . it re#uces the #ensity of air entering the carburettor, thus leaning the fuel:air mixture !. it re#uces the "olume of air entering the carburettor,thus enriching the fuel:air mixture ,+. =a$our lock is ! A. "aporiAing of fuel prior to reaching the carburettor B. the formation of water "apour in a fuel system . "aporiAing of fuel in the carburettor !. the inability of a fuel to "aporiAe in the carburettor ,,. A fuel strainer &hen fitte to a car%urettor &ill %e $ositione ! A. between the metering 'et an# the #ischarge noAAle. B. between the nee#le "al"e an# the metering 'et. . upstream of the nee#le "al"e. !. #ownstream of th #ischarge noAAle. ,7. The $ur$ose of the venturi in a car%urettor is to! A. create a rise in pressure at the throat before the mixture enters the in#uction system. B. pre"ent enrichment of the mixture #ue to high air "elocity through the carburettor. . ensure complete atomisation of the fuel before entering the in#uction system. !. create the #epression necessary to cause fuel to flow through the carburettor 'ets. 1* ATPL 021 Aiframes & Systems ,/. (ith res$ect to a $iston engine aircraft. ice in the car%urettor ! A. will only form at &A,Bs below the freeAing point of fuel. B. will only form at &A,Bs below C17D. . will only form at outsi#e air temperatures ?&A,Bs@ below the freeAing point of water. !. may form at &A,Bs higher than C17D. ,9. To ensure that the fuel flo& is ke$t irectly $ro$ortional to the volu#e of air flo&ing through the choke. thus $reventing the #ain 6et su$$lying e8cessive fuel as engine s$ee is increase. a car%urettor is fitte &ith ! A. an accelerator pump B. a power 'et . a #iffuser !. a mixture control 70. >$ark ti#ing is relate to engine s$ee in the &ay that the! A. faster the engine functions, the more retar#e# the spark is. B. slower the engine functions, the more the spark is a#"ance# . faster the engine functions, the further past ,! the spark occurs !. faster the engine functions, the more the spark is a#"ance# 71. 7=a$our lock7 is the $heno#enon %y &hich! A. water "apour plugs are forme# in the intake fuel line following the con#ensation of water in fuel tanks which ha"e not been #raine# for sometime. B. heat pro#uces "apour plugs in the fuel line. . abrupt an# abnormal enrichment of the fuel:air mixture following an inappropriate use of carburetor heat. !. burnt gas plugs forming an# remaining in the exhaust manifol# following an o"erheat an# thereby #isturbing the exhaust. 72. (hich state#ent is true concerning the effect of the a$$lication of car%uretor heat) A. It re#uces the #ensity of air entering the carburetor, thus enriching the fuel:air mixture B. it re#uces the "olume of air entering the carburettor,thus enriching the fuel:air mixture . It re#uces the "olume of air entering the carburetor, thus leaning the fuel:air mixture. !. It re#uces the #ensity of air entering the carburetor, thus leaning the fuel:air mixture. 1/ ATPL 021 Aiframes & Systems 7'. "ar%urettor icing can occur &hen the outsie air te#$erature is %et&een! A. %15D to C 5D . B. 7D to C 15D . . C 15D to C *7D . !. %5D to C 18D . 7*. 1n an aircraft e5ui$$e &ith a float-ty$e car%urettor an a constant-s$ee $ro$eller. car%urettor icing &oul $ro%a%ly first %e etecte %y! A. A #rop in engine 30(. B. !etonation. . A #rop in manifol# pressure an# engine 30(. !. A #rop in manifol# pressure. 7+. 1f the volu#e of air $assing through a car%urettor venturi is reuce. the $ressure at the venturi throat &ill A. #ecrease. B. be e2ual to the pressure at the "enturi inlet. . be e2ual to the pressure at the "enturi outlet. !. increase. 7,. The a#ount of fuel that flo&s through the car%urettor is irectly controlle %y A. ,hrottle. B. (ixture control. . Airflow through the carburettor "enturi. !. (ain metering 'et. 77. The $resence of car%urettor ice. in an air$lane e5ui$$e &ith a fi8e-$itch $ro$eller can %e verifie %y a$$lying car%urettor heat an noting A. an increase in 30( an# then a gra#ual #ecrease in 30(. B. a #ecrease in 30( an# then constant 30( . an imme#iate increase in 30( with no further change in 30(. !. a #ecrease in 30(, followe# by an increase in 30(. 7/. 1cing of the car%uretor can take $lace) A. 1hen the temperature #rops below %5D . B. 1hen the temperature #rops an# precipitation occurs. . 1hen the temperature #rops an# sufficient moisture is present for sublimation. !. 1hen the temperature #rops below 7D 15 ATPL 021 Aiframes & Systems 79. The $o&er of a $iston engine ecreases uring cli#% &ith a constant $o&er lever setting. %ecause of the ecreasing ! A. air #ensity. B. engine temperature. . humi#ity. !. temperature. /0. The conitions uner &hich you o%tain the highest engine $o&er are ! A. warm an# #ry air at high pressure. B. warm an# humi# air at low pressure. . col# an# humi# air at high pressure. !. col# an# #ry air at high pressure. /1. The $o&er out$ut of a nor#ally as$irate $iston engine increases &ith increasing altitue at constant ?anifol Air Pressure 2?AP4 an @P? %ecause of the ! A. lower friction losses. B. lower losses #uring the gas change. . lower back pressure. !. leaner mixture at higher altitu#es. /2. -uring cli#% &ith constant ?anifol Air Pressure 2?AP4 an @P? inication an constant #i8ture setting. the $o&er out$ut of a $iston engine ! A. increases. B. #ecreases. . only stays constant if the spee# control le"er is pushe# forwar#. !. stays constant. /'. The glo%al out$ut of a $iston engine is of! 2glo%al out$ut 3 Ther#al energy corres$oning to the availa%le shaft<$o&er over the total ther#al energy $rouce4. A. 7.57 B. 7.*7 . 7.95 !. 7.>7 /*. The $o&er co#%ination that is #ost likely to result in e8cessive cyliner $ressure is a relatively A. low manifol# pressure with high 30( B. high manifol# pressure with low 30(. . low manifol# pressure with low 30(. !. high manifol# pressure with high 30(. 16 ATPL 021 Aiframes & Systems /+. The kin of co#$ressor nor#ally use as a su$ercharger is ! A. a hybri# compressor. B. an axial compressor. . a ra#ial compressor. !. a piston compressor. /,. (hat can %e the conse5uence uring a escent &ith a fully o$en throttle if the &aste gate is sei:e ) A. ,he turbine bla#es will separate. B. ,he power of the motor will #ecrease. . ,he turbine shaft will break. !. ,he manifol# air pressure ?(A0@ "alue may excee# the maximum allowe# "alue. /7. 0ne of the avantages of a tur%o su$ercharger is that ! A. there is no #anger of knocking. B. it has a better propulsi"e efficiency. . there is no torsion at the crankshaft. !. it uses the exhaust gas energy which normally is lost. //. The $ri#ary $ur$ose of a su$ercharger is to ! A. increase 2uantity of fuel at metering 'et B. maintain power at altitu#e . pro"i#e leaner mixtures at altitu#es below 5777 ft !. pro"i#e a richer mixture at high altitu#es /9. The air in a $iston engine tur%o-su$ercharger centrifugal co#$ressor ! A. enters the eye of the impeller an# lea"es at a tangent to the periphery. B. enters "ia the #iffuser an# is fe# to the impeller at the optimum angle of attack. . enters at the periphery an# lea"es "ia the eye of the impeller. !. enters at a tangent to the rotor an# lea"es "ia the stator. 90. 1n a $iston engine. tur%ocharger %oost $ressure #ay %e #onitore %y ! A. both a 4, gauge an# manifol# pressure gauge. B. a cylin#er hea# temperature gauge ?4,@, a manifol# pressure gauge, an# engine rpm rea#ings. . a manifol# pressure gauge only. !. both engine rpm rea#ings an# a manifol# pressure gauge. 19 ATPL 021 Aiframes & Systems 91. A tur%ocharger syste# is nor#ally riven %y! A. an hy#raulic motor. B. an electric motor. . the exhaust system. !. an electrically acti"ate# hy#raulically powere# clutch. 92. A tur%ocharger consists of a! A. turbine #ri"ing a compressor "ia a re#uction gear. B. compressor an# turbine on in#i"i#ual shafts. . compressor #ri"ing a turbine "ia a re#uction gear. !. compressor an# turbine mounte# on a common shaft. 9'. 1f the tur%ocharger &aste gate is co#$letely close A. =one of the exhaust gases are #irecte# through the turbine. B. ,he manifol# pressure will be lower than normal. . ,he turbosupercharger is in the &++ position. !. All the exhaust gases are #irecte# through the turbine 9*. (hat is the $ur$ose of a tur%ocharger syste# for a s#all reci$rocating aircraft engine) A. ompresses the air to hol# the cabin pressure constant after the aircraft has reache# its critical altitu#e. B. (aintains constant air "elocity in the intake manifol#. C. ompresses air to maintain manifol# pressure constant from sea le"el to the critical altitu#e of the engine. !. (aintains "ariable air pressure to the carburetor "enturi. 9+. An engine tur%ocharger is sai to %e 7groun %ooste7 &hen it A. maintains a manifol# pressure abo"e sea le"el con#itions B. maintains sea le"el con#itions with increasing altitu#e . has a fixe# waste gate setting !. has one rate# altitu#e an# one full throttle height 9,. (hat energy source is use to rive the tur%ines of tur%ocharge air$lane) A. )lectrical system. B. Ignition system. . )ngine exhaust gases. !. )ngine compressor 18 ATPL 021 Aiframes & Systems 97. (hat regulates the s$ee of a tur%ocharger) A. ,urbine. B. ompressor. . 1aste gate. !. ,hrottle. 1>