TURBINE ENGINE OPERATION,

MAINTENANCE, INSPECTION,
AND OVERHAUL
This chapter includes the basic practices and tools used to inspect, repair, overhaul, and service turbine
engines. Also included is information on turbine engine troubleshooting, removal and installation.
4-1. B01
The blending of blades and vanes in a turbine engine
A is usually accomplished only at engine overhaul.
B should be performed parallel to the length of the
blade using smooth contours to minimize stress
points.
C may sometimes be accomplished with the engine
installed, ordinarily using power tools.
4-2. B01
When starting a turbine engine,
A a hot start is indicated if the exhaust gas
temperature exceeds specified limits.
B an excessively lean mixture is likely to cause a hot
start.
C release the starter switch as soon as indication of
light-off occurs.
4-1. Answer B. JSPT 4-29 (AC 65-12A)
Minor damage to turbine engine blades and vanes can
usually be repaired if the damage can be removed
without exceeding the allowable limits established by
the manufacturer. However, all repairs must be well
blended so that the blade's surface is smooth. Blending
is almost always done by hand using crocus cloth, fine
files, and stones. Furthermore, whenever possible,
blending is performed parallel to the length of the blade
to minimize stress points. Cracks are normally not
allowed, in any area. Answer (A) is incorrect because
blending should be done any time blade damage exists
and answer (C) is wrong because power tools are
seldom used.
4-2. Answer A. JSPT 4-7 (AC 65-9A)
One of the critical factors to observe when starting a
turbine engine is the exhaust gas temperature. A hot
start is characterized by the exhaust gas temperature
exceeding the specified limits during an attempted start
and can cause substantial damage to the combustion
and turbine sections. The most likely cause of a hot
start is an excessively rich mixture. Answer (C) is
wrong because the starter switch should not be
released until the start cycle is self-sustaining.
4-2 Turbine Engine Operation

4-3. B01
During inspection, turbine engine components exposed
to high temperatures may only be marked with such
materials as allowed by the manufacturer. These mate-
rials generally include
1. layout dye.
2. commercial felt tip marker.
3. wax or grease pencil.
4. chalk.
5. graphite lead pencil.
A 1, 2, and4.
B 1,3, and 4.
C 2, 4, and 5.
4-4. B01
When starting a turbine engine, a hung start is indicated
if the engine
A exhaust gas temperature exceeds specified limits.
B fails to reach idle RPM.
C RPM exceeds specified operating speed.
4-5. B01
What must be done after the fuel control unit has been
replaced on an aircraft gas turbine engine?
A Perform a full power engine run to check fuel flow.
B Recalibrate the fuel nozzles.
C Retrim the engine.
4-6. B01
If, during inspection at engine overhaul, ball or roller
bearings are found to have magnetism but otherwise
have no defects, they
A cannot be used again.
B are in an acceptable service condition.
C must be degaussed before use.
4-7. B01
What is the first engine instrument indication of a suc-
cessful start of a turbine engine?
A A rise in the engine fuel flow.
B A rise in oil pressure.
C A rise in the exhaust gas temperature.
4-3. Answer A. JSPT 4-32 (AC65-12A)
Certain materials may be used to mark combustion and
turbine components during disassembly and assembly.
For example, layout dye, chalk, and some commercial
felt-tip markers are considered acceptable for use in
marking parts that are directly exposed to an engine's
gas path such as turbine blades and disks, turbine
vanes, and combustion chamber liners. Answer (B) is
incorrect because, if used, wax and grease pencils
cause hot spots to form, and answer (C) is wrong
because graphite lead pencils can lead to dissimilar
metal corrosion.
4-4. Answer B. JSPT 4-7 (AC 65-9A)
A hung start occurs if a turbine engine starts normally but
the rpm remains at some low value rather than increasing
to the normal idle rpm. Hung starts are generally a result
of shutting off the starter too soon, or by insufficient
starter power. In contrast, a hot start occurs if the exhaust
gas temperature exceeds specified limits (answer A).
4-5. Answer C. JSPT 4-16 (AC 65-12A)
After a fuel control has been replaced on a turbine
engine, it is often necessary to retrim the engine.
Retrimming consists of adjusting both the idle and
maximum speed. On some newer turbine engines,
such as the GE T700, retrimming may not be neces-
sary after the fuel control is replaced. Answer (A) is
incorrect because a full power engine run is only part of
the engine trimming process. Answer (B) is wrong
because fuel nozzles are patterned to determine their
flow characteristics but are not calibrated.
4-6. Answer C. JSPT 4-32 (AC 65-9A)
If a bearing becomes magnetized, metal particles
would be attracted to the bearing surfaces and cause
premature wear. Therefore, if a bearing has magnetism
present, it must be removed with a suitable degausser
before the bearing can be reused.
4-7. Answer C. JSPT 4-7 (AC 65-12A)
The first indication in the cockpit that a successful start
has occurred is an abrupt rise in temperature indicated
on the exhaust gas temperature gauge. Although
engine fuel flow (answer A) and oil pressure (answer B)
will also rise, they will lag behind the exhaust gas
temperature.
Turbine Engine Operation 4-3

4-8. B01
Who establishes the recommended operating time
between overhauls (TBO) of a turbine engine used in
general aviation? -
A The engine manufacturer.
B The operator (utilizing manufacturer data and
trend analysis) working in conjunction with the
FAA.
C The FAA.
4-9. B01
The basic gas turbine engine is divided into two main
sections: the cold section and the hot section.
(1) The cold section includes the engine inlet, com
pressor, and turbine sections.
(2) The hot section includes the combustor, diffuser,
and exhaust sections.
Regarding the above statements,
A only No. 1 is true.
B only No. 2 is true.
C neither No.l nor No. 2 is true.
4-10. B01
(1) Welding and straightening of turbine engine
rotating airfoils does not require special equipment.
(2) Welding and straightening of turbine engine
rotating airfoils is commonly recommended by the
manufacturer.
Regarding the above statements,
A only No.l is true.
B only No. 2 is true.
C neither No. 1 nor No. 2 is true.
4-11. B01
Turbine engine components exposed to high tempera-
tures generally may NOT be marked with
1. layout dye.
2. commercial felt tip marker.
3. wax or grease pencil.
4. chalk.
5. graphite lead pencil.
A 1, 2, and 3.
B 3 and 5.
C 4and5.
4-8. Answer A. JSPT 4-22 (AC 65-12A)
Engine manufacturers always establish an engine's
recommended time between overhaul (TBO). Answer
(B) is wrong because the operator, working in conjunc-
tion with the FAA, can only get permission to operate
beyond an established TBO, and answer (C) is wrong
because the FAA does not establish recommended
TBO times.
4-9. Answer C. JSPT 4-12 (AC 65-12A)
Neither statement (1) nor (2) is correct. The cold sec-
tion includes the engine inlet, compressor, and diffuser
sections. The hot section, on the other hand, includes
the combustor, turbine, and exhaust sections.
4-10. Answer C. JSPT 4-33 (AC 65-12A)
Neither statement (1) nor (2) is correct. Welding and
straightening of rotating airfoils typically requires very
specialized equipment. Furthermore, only authorized
overhaul facilities and manufacturer are typically
authorized to weld or straighten a damaged rotating
airfoil.
4-11. Answer B. JSPT 4-32 (AC 65-12A)
Only certain materials may be used to mark combus-
tion and turbine components during assembly and dis-
assembly. For example, layout dye, chalk, and some
commercial felt tip markers are typically used to mark
parts that are directly exposed to an engine's gas path
such as turbine blades and disks, turbine vanes, and
combustion chamber liners. However, the question
asks what may NOT be used. Therefore, answer (B) is
correct. Wax or grease pencils, when used on turbine
engine components, can cause hot spots to occur, and
graphite lead pencils can cause dissimilar metal corro-
sion. This eliminates answers (A) and (C).
4-4 Turbine Engine Operation

4-12. B01
Who establishes mandatory replacement times for crit-
ical components of turbine engines?
A The FAA.
B The operator working in conjunction with the
FAA.
C The engine manufacturer.
4-12. Answer C. JSPT 4-22 (Part 33, Appendix A)
Within a turbine engine, all critical components have
mandatory replacement times that are established by
the engine manufacturer and approved by the FAA.

4-13. B02
Where do stress rupture cracks usually appear on
turbine blades?
A Across the blade root, parallel to the fir tree.
B Along the leading edge, parallel to the edge.
C Across the leading or trailing edge at a right
angle to the edge length.
4-14. B02
When the leading edge of a first-stage turbine blade is
found to have stress rupture cracks, which of the fol-
lowing should be suspected?
A Faulty cooling shield.
B Overtemperature condition.
C Overspeed condition.
4-15. B02
Turbine blades are generally more susceptible to oper-
ating damage than compressor blades because of
A higher centrifugal loading.
B exposure to high temperatures.
C high pressure and high velocity gas flow.
4-16. B02
Which of the following is the ultimate limiting factor
of turbine engine operation?
A. Compressor inlet air temperature.
B. Turbine inlet temperature.
C. Burner-can pressure.
4-13. Answer C. JSPT 4-31 (AC 65-12A)
Stress rupture cracks on turbine blades usually appear
as minute hairline cracks on or across the leading or
trailing edge at a right angle to the edge length. Stress
rupture cracks located on the first stage turbine indicate
either an over-temperature condition or centrifugal loading.
Answers (A) and (B) are incorrect because stress rupture
cracks typically do not occur across the blade root or
parallel to the blade edge.
4-14. Answer B. JSPT 4-31 (AC 65-12A)
Stress rupture cracks on turbine blades usually appear
as minute hairline cracks on or across the leading or
trailing edge at a right angle to the edge length. Stress
rupture cracks located on the first stage turbine indicate
either an over-temperature condition or centrifugal loading.
Answer (A) is incorrect because a faulty cooling shield
would lead to damage of accessories surrounding the
hot section. Answer (C) is incorrect because on overspeed
condition is likely to cause blade creep rather than
stress rupture cracks in turbine blades.
4-15. Answer B. JSPT 4-30 (AC 65-12A)
Turbine blades are usually inspected and cleaned in
the same manner as compressor blades. However,
because turbine blades are consistently exposed to
extreme temperatures, they are more susceptible to
damage. Answer (A) is wrong because compressor
blades and turbine blades experience the same degree
of centrifugal loading. Answer (C) is wrong because
pressure in the turbine section is lower than that in the
compressor.
4-16. Answer B. JSPT 4-5 (AC 65-12A)
The materials within the turbine section of an engine will
deteriorate rapidly if exposed to extreme temperatures.
Therefore, the turbine inlet temperature is the limiting
factor for a turbine engine. Answer (A) is incorrect
because the air entering the compressor is nowhere
near hot enough to cause damage to internal engine
parts and answer (C) is wrong because burner can
pressure is nowhere near high enough to cause damage.
Turbine Engine Operation
4-5

A. foreign object damage to the compressor
section,
B. the need for less frequent abrasive grit cleaning
of the engine.
C. erosion damage to the compressor and turbine
sections.
4-18. B02
Which of the following engine variables is the most
critical during turbine engine operation?
A Compressor inlet air temperature.
B Compressor RPM.
C Turbine inlet temperature.
4-19. B02
Jet engine turbine blades removed for detailed inspec-
tion must be reinstalled in
A a specified slot 180 away.
B a specified slot 90 away in the direction of
rotation.
C the same slot.
4-20. B02
When aircraft turbine blades are subjected to excessive
heat stress, what type of failures would you expect?
A Bending and torsion.
B Torsion and tension.
C Stress rupture.
4-21. B02
Compressor field cleaning on turbine engines is per-
formed primarily in order to
A prevent engine oil contamination and subsequent
engine bearing wear or damage.
B facilitate flight line inspection of engine inlet and
compressor areas for defects or FOD.
C prevent engine performance degradation,
increased fuel costs, and damage or corrosion to
gas path surfaces.
4-17. Answer C. JSPT 4-29 (AC 65-12A)
The ingestion of dust and other fine particulates in a
turbine engine causes erosion damage to compressor
and turbine blades over a period of time. Answer (A) is
wrong because foreign object damage is caused by
ingestion of objects larger than dust particles and the
damage to the blades is immediate rather than cumu-
lative. Answer (B) is wrong because the ingestion'of
fine particulates has little impact on how often an
engine needs to be grit blasted.
4-18. Answer C. JSPT 4-5 (AC 65-12A)
The materials within the turbine section of an engine
will deteriorate rapidly if exposed to extreme temperatures.
Therefore, the turbine inlet temperature is the limiting
factor for a turbine engine. Answer (A) is incorrect
because changes in compressor inlet temperature
cause minor losses in engine thrust with little effect on
engine operation. Answer (B) is incorrect because,
although compressor rpm is a critical engine parameter,
it is not the most critical parameter.
4-19. Answer C. JSPT 4-31 (AC 65-12A)
In order to maintain the balance of the turbine assembly,
when a turbine blade is removed for inspection, it must
be reinstalled in the same slot. Inserting the blade in
any other position (answers A and B) will result in an
unbalanced condition.
4-20. Answer C. JSPT 4-31 (AC 65-12A)
When turbine blades are subjected to excessive
temperatures, stress rupture cracks are likely to
develop. Stress rupture cracks usually appear as minute
hairline cracks on or across the leading or trailing edge
at a right angle to the edge length. Bending, torsion,
and tension (answers A and B) are forms of stress and
do not describe actual types of blade failure.
4-21. Answer C. JSPT 4-16 (AC 65-12A)
Accumulation of dirt on the compressor blades reduces
the aerodynamic efficiency of the blades, with resultant
deterioration in engine performance. Furthermore, dirt
deposits can retain moisture and other chemicals that
cause corrosion. Answer (A) is wrong because dirt in
the compressor section typically should not be able to
work its way into the engine oil and answer (B) is incor-
rect because a typical line inspection can only detect
relatively large areas of damage at the engine inlet
and, therefore, the cleanliness of the compressor is
irrelevant.
4-17. B02
The recurrent ingestion of dust or other fine airborne
particulates into a turbine engine can result in
4-6 Turbine Engine Operation

4-22. B02
Hot section inspections for many modern turbine
engines are required
A only at engine overhaul.
B only when an overtemperature or overspeed has
occurred.
C on a time or cycle basis.
4-23. B02
What should be done initially if a turbine engine .
catches fire when starting?
A Turn off the fuel and continue engine rotation
with the starter.
B Continue engine start rotation and discharge a
fire extinguisher into the intake.
C Continue starting attempt in order to blow out the
fire.
4-24. B02
What is the proper starting sequence for a turbojet
engine?
A Ignition, starter, fuel.
B Starter, ignition, fuel.
C Starter, fuel, ignition.
4-25. B02
Generally, when starting a turbine engine, the starter
should be disengaged
A after the engine has reached self-accelerating
speed.
B only after the engine has reached full idle RPM.
C when the ignition and fuel system are activated.
4-26. B02
The procedure for removing the accumulation of dirt
deposits on compressor blades is called
A the soak method.
B field cleaning.
C the purging process.
4-22. Answer C. JSPT 4-10 (AC 65-12A)
Almost all of the components on a turbine engine,
including the hot section, are required to be inspected on
a time or cycle basis. Additional times when a hot
section must be inspected include during an overhaul or
when an overtemperature or overspeed incident occurs.
Answers (A) and (B) are incorrect because they do not
represent the only time a hot section inspection is
required.
4-23. Answer A. JSPT 4-7 (AC 65-12A)
If a turbine engine catches fire during an attempted
start, you should immediately turn off the fuel and
continue to turn the engine with the starter. By continuing
to rotate the engine, the fire is likely to be drawn into
the engine and discharged out the tailpipe. Answer (B)
is incorrect because it does not indicate that you should
cut off the fuel. In addition, a fire extinguisher should
be discharged only if the fire fails to go out after
continued cranking. Answer (C) is wrong because the
engine will not blow the fire out.
4-24. Answer B. JSPT 4-7 (AC 65-12A)
The first step in starting a typical turbine engine is to
engage the starter. Once this is done, the ignition is
turned on. Then, when the N1 compressor obtains a pre-
determined rpm, the fuel lever is moved to the idle posi-
tion. Normal lightoff is indicated by a rise in the exhaust
gas temperature (EGT). Both answers (A) and (C) are
wrong because the three events are in the wrong order.
4-25. Answer A. JSPT 4-7 (AC 65-12A)
When starting a turbine engine you should always fol-
low the manufacturer's instructions. However, as a
general guideline for a nonautomatic system, the
starter is disengaged after the engine reaches its
self-accelerating speed. Answer (B) is incorrect
because keeping the starter engaged up to full idle rpm
could cause damage, and answer (C) is wrong because
disengaging the starter immediately after supplying
ignition and fuel could result in a hot start or no start.
4-26. Answer B. JSPT 4-16 (TEP2)
Compressor field cleaning is the process of removing
an accumulation of contaminants from compressor
blades. Dirty compressor blades reduce aerodynamic
efficiency and engine performance. Two common
methods used for removing dirt deposits are a fluid
wash and an abrasive grit blast. The soak method
(answer A) and purging process (answer C) do not
refer to any known powerplant cleaning process.
Turbine Engine Operation 4-7

4-27. B02
Which of the following may be used to accomplish
internal inspection of an assembled turbine engine?
1. Infrared photography.
2. Ultrasound.
3. Aborescope.
4. Fluorescent penetrant and ultraviolet light.
A 1,2, 3.
B 1, 3.
C 3.
4-27. Answer C. JSPT 4-12 (TEP2)
In recent years the borescope has become one of the
most effective ways of inspecting the inner parts of the
engine. Both answers (A) and (B) are incorrect
because none of the other methods listed allows you to
inspect internal components while the engine is still
assembled.

4-28.

A turbine engine hot section is particularly susceptible
to which kind of damage?
A Scoring.
B Cracking.
C Galling.
4-29. B03
Dirt particles in the air being introduced into the com-
pressor of a turbine engine will form a coating on all
but which of the following?
A Turbine blades.
B Casings.
C Inlet guide vanes.
4-30. B03
If a turbine engine is unable to reach takeoff EPR
before its EGT limit is reached, this is an indication
that the
A fuel control must be replaced.
B EGT controller is out of adjustment.
C compressor may be contaminated or damaged.
4-28. Answer B. JSPT 4-13 (AC 65-12A)
Due to the extremely high temperatures and vibration
that exist in a hot section, cracking is the most common
problem encountered. Answer (A), scoring, consists of
deep scratches that are caused by foreign particles
between moving parts and is rarely found in turbine
sections. Answer (C), galling, is the transfer of metal
from one surface to another and is more common in
compressor sections.
4-29. Answer A. JSPT 4-16 (AC 65-12A)
As air passes through a compressor, centrifugal force
throws particles of dirt, oil, soot, and other foreign matter
outward so that they build up on the casing, guide
vanes, and compressor blades. However, because of
the high temperatures present in the hot section, the
turbine blades are not susceptible to this problem.
Answers (B) and (C) are wrong because these areas
are subject to contamination from dust and dirt.
4-30. Answer C. JSPT 4-16 (AC 65-12A)
If the compressor blades of a turbine engine are dirty or
damaged, the engine will run at a higher internal
temperature. Whenever an engine's internal tempera-
ture increases, the corresponding exhaust gas temper-
ature (EGT) also increases. Under these circumstances,
an engine's EGT limits may be reached before its
maximum or takeoff engine pressure ratio (EPR) is
obtained. It is unlikely that a fuel control (answer A)
could cause the conditions indicated, since the engine
is receiving enough fuel to reach its EGT limit, and
answer (B) is incorrect because turbine engines do not
have EGT controllers.
4-8 Turbine Engine Operation

4-31. B03
Continued and/or excessive heat and centrifugal force
on turbine engine rotor blades is likely to cause
A profi l e.
B creep.
C galling.
4-32. B03
A cool-off period prior to shutdown of a turbine engine
is accomplished in order to
A allow the turbine wheel to cool before the case
contracts around it.
B prevent vapor lock in the fuel control and/or fuel
lines.
C prevent seizure of the engine bearings.
4-33. B03
What term is used to describe a permanent and cumu-
lative deformation of the turbine blades of a turbojet
engine?
A str etch.
B Distortion.
C Creep.
4-34. B03
(1) Accumulation of contaminates in the compressor of
a turbojet engine reduces aerodynamic efficiency of
the blades.
(2) Two common methods for removing dirt deposits
from turbojet engine compressor blades are a fluid
wash and an abrasive grit blast.
Regarding the above statements,
A only No. 1 is true.
B only No. 2 is true.
C both No. 1 and No. 2 are true.
4-35. B03
Hot spots in the combustion section of a turbojet
engine are possible indicators of
A faulty igniter plugs.
B dirty compressor blades.
C malfunctioning fuel nozzles.
4-31. Answer B. JSPT 4-28 (AC 65-12A)
Creep, or growth, are terms used to describe the perma-
nent elongation of rotating parts. Creep is most pro-
nounced in turbine blades because they are continually
subjected to extreme heat and centrifugal loads. Profile
(answer A) refers to a blade's contour, while galling
(answer C) is the result of two surfaces rubbing together.
Neither of these is the result of heat and centrifugal force.
4-32. Answer A. JSPT 4-9 (AC 65-12A)
Prior to shutting down some turbine engines, a cool-off
period is required to allow the turbine wheel to cool and
contract before the case contracts around it. Although
the turbine case and turbine wheels operate at
approximately the same temperature when the engine
is running, the turbine wheels are relatively massive
compared to the case and, therefore, cool and contract
more slowly. Answer (B) is incorrect because vapor
lock is a problem associated with reciprocating engines,
and answer (C) is wrong because engine bearings are
unlikely to seize unless their lubrication is interrupted.
4-33. Answer C. JSPT 4-31 (AC 65-12A)
Creep, or growth, are terms used to describe the per-
manent elongation and deformation of rotating parts.
Creep is most pronounced in turbine blades because
they continually must operate in extreme heat while
being subjected to excessive centrifugal loads.
4-34. Answer C. JSPT 4-16 (AC 65-12A)
Both statements (1) and (2) are correct. The accumula-
tion of dirt, oil, and soot on compressor blades reduces
the aerodynamic efficiency of the blades which, in turn,
decreases engine performance. The two most common
methods for removing dirt deposits are a fluid wash and
an abrasive grit blast. The fluid cleaning procedure is
accomplished by first spraying an emulsion type
surface cleaner into the compressor as it is turning and
then applying a rinse. Grit blasting, on the other hand,
requires the injection of an abrasive grit into the engine
operating at a selected power setting.
4-35. Answer C. JSPT 4-13 (AC 65-12A)
Hot spots within the combustion section are possible
indicators of a serious condition, such as malfunctioning
fuel nozzles or other fuel system malfunctions.
Therefore, whenever hotspots are present they must
be interpreted carefully.
Turbine Engine Operation 4-9

4-36. B03
Which of the following can cause fan blade shingling
in a turbofan engine?
1. Engine overspeed.
2. Engine overtemperature.
3. Large, rapid throttle movements.
4. FOD.
A 1,2.
B 1,2, 3,4.
C 1,4.
4-37. C01
Which of the following is used to monitor the mechan-
ical integrity of the turbines, as well as to check engine
operating conditions of a turbine engine?
A Engine oil pressure.
B Exhaust gas temperature.
C Engine pressure ratio.
4-38. C01
Which of the following conditions is usually not
acceptable to any extent in turbine blades?
A Cracks.
B Pits
C Dents

4-39. C01
(1) Serviceability limits for turbine blades are much
more stringent than are those for turbine nozzle
vanes.
(2) A limited number of small nicks and dents can
usually be permitted in any area of a turbine blade.
Regarding the above statements,
A both No. 1 and No. 2 are true.
B neither No. 1 nor No. 2 is true.
C only No. 1 is true.
4-36. Answer C. JSPT 4-13
Fan blade shingling is the term used to describe the
overlapping of midspan shrouds on fan blades. Any
time rotating fan blades encounter a resistance that
forces a blade sideways shingling occurs. Shingling is
typically caused by an overspeed, FOD, a bird strike, or
a compressor stall.
4-37. Answer B. JSPT 4-5 (AC 65-12A)
One of the most important indicators of how a turbine
engine is performing as well as its mechanical integrity
is exhaust gas temperature (EGT). If there is damage
to the turbine section of an engine, it will show up as
an increase in EGT. Answer (A) is incorrect because an
engine oil pressure gauge indicates the presence and
flow of oil. Answer (C) is wrong because engine
pressure ratio represents overall engine efficiency
and is not restricted to the turbine section only.
4-38. Answer A. JSPT 4-31 (AC 65-12A)
Any crack or sharp bend that may result in cracking is
cause for rejection of a turbine blade. Answers (B) and
(C) are wrong because most manufacturers allow
some pits or dents in a turbine blade if the defect falls
within certain limits.
4-39. Answer C. JSPT 4-31 (AC 65-12A)
Only statement number (1) is correct. Because the
centrifugal stresses and gas temperatures imposed on
turbine blades is greater than those imposed on tur-
bine nozzle vanes, serviceability limits are more strin-
gent for turbine blades than for nozzle vanes.
Furthermore, any nicks or dents found in the root area
of a turbine blade is cause for immediate replacement.
4-10 Turbine Engine Operation

4-40. H02
(1) Generally, when a turbine engine indicates high
EGT for a particular EPR (when there is no signifi
cant damage), it means that the engine is out of
trim.
(2) Some turbine-powered aircraft use RPM as the
primary indicator of thrust produced, others use
EPR as the primary indicator.
Regarding the above statements,
A only No. 1 is true.
B only No.2 is true.
C both No. 1 and No.2 are true.
4-41. H02
Jet engine thermocouples are usually constructed of
A chromel-alumel.
B iron-constantan.
C alumel-constantan.
4-42. H02
What instrument on a gas turbine engine should be
monitored to minimize the possibility of a "hot" start?
A RPM indicator.
B Turbine inlet temperature.
C Torquemeter.
4-43. H02
Engine pressure ratio is the total pressure ratio
between the
A aft end of the compressor and the aft end of the
turbine.
B front of the compressor and the rear of the turbine.
C front of the engine inlet and the aft end of the
compressor.
4-40. Answer C. JSPT 4-3 (AC 65-12A)
Both statements (1) and (2) are correct. If a turbojet
engine is undamaged and the turbine blades are clean
a high exhaust gas temperature (EGT) for a given
engine pressure ratio (EPR) identifies an out-of-trim
condition. Furthermore, on turbine engines that utilize
centrifugal flow compressors, compressor rpm is a
direct indication of the thrust being produced.
Therefore, on some turbine-powered aircraft, rpm is the
primary indicator of the thrust produced.
4-41. Answer A. JSPT 4-5 (AC 65-15A)
The thermocouples used in turbine engines are usually
constructed of chromel, a nickel/chromium alloy; and
alumel, a nickel/aluminum alloy. These are dissimilar
metals which produce a milliamp current flow when
heated. Answer (B) is incorrect because iron-constan-
tan thermocouples are used for lower-temperature
applications on reciprocating engines and answer (C)
is wrong because alumel and constantan are not com-
patible for use in thermocouples.
4-42. Answer B. JSPT 4-5 (AC 65-12A)
A "hot" start is a start in which the turbine temperature
exceeds specific limits. To minimize the chance of a hot
start the temperature at the turbine should always be
monitored when starting a gas turbine engine.
Depending on the aircraft, turbine temperature is moni-
tored by watching the turbine inlet temperature, exhaust
gas temperature, or interstage gas temperature.
Answers (A) and (C) are incorrect because neither the
rpm indicator nor the torquemeter will alert you to a hot
start.
4-43. Answer B. JSPT 4-3 (AC 65-12A)
By definition, engine pressure ratio is the ratio of the
total pressure leaving the turbine to the total pressure
entering the compressor.
Turbine Engine Operation 4-11

4-44. H02
What would be the possible cause if a gas turbine
engine has high exhaust gas temperature, high fuel
flow, and low RPM at all engine power settings?
A Fuel control out of adjustment.
B Loose or corroded thermocouple probes for the
EGT indicator.
C Turbine damage or loss of turbine efficiency.
4-45. H02
What is the primary purpose of the tachometer on an
axial-compressor turbine engine?
A Monitor engine RPM during cruise conditions.
B It is the most accurate instrument for establishing
thrust settings under all conditions.
C Monitor engine RPM during starting and to
indicate overspeed conditions.
4-46. H02
The engine pressure ratio (EPR) indicator is a direct
indication of
A engine thrust being produced.
B pressure ratio between the front and aft end of the
compressor.
C ratio of engine RPM to compressor pressure.
4-47. H02
The exhaust gas temperature (EGT) indicator on a gas
turbine engine provides a relative indication of the
A exhaust temperature.
B temperature of the exhaust gases as they pass the
exhaust cone.
C turbine inlet temperature.
4-48. H02
What instrument indicates the thrust of a gas turbine
engine?
A Exhaust gas temperature indicator.
B Turbine inlet temperature indicator.
C Engine pressure ratio indicator.
4-44. Answer C. JSPT 4-5 (AC 65-12A)
A possible cause of high EGT, high fuel flow, and low
RPM in a gas turbine engine is turbine section damage
or loss of turbine efficiency (answer C). The purpose of
the turbine blades is to convert the energy from the
gases coming off the combustor into rotary motion to
drive the compressor. If the turbine is damaged, it won't
convert as much energy and the rpm will remain low,
the exhaust gas temperature will increase, and the
engine will burn more fuel at given rpm settings.
Answer (A) is wrong because a fuel control unit out of
adjustment could cause high fuel flow, but not high fuel
flow and low rpm. Answer (B) is incorrect because
although loose or corroded probes for the EGT indica-
tor could cause a high EGT indication, the fact that fuel
flow is high and rpm is low eliminate the possibility of a
faulty EGT indicator.
4-45. Answer C. JSPT 4-3 (AC 65-12A)
A tachometer on an axial-flow compressor turbine
engine is used to monitor the engine during starting
and during possible overspeed conditions. However, a
tachometer on a centrifugal-flow compressor presents a
direct indication of the amount of engine thrust being
produced (answer B). Answer (A) is incorrect because
the engine pressure ratio gauge is used to
monitor , engine performance during cruise
conditions.
4-46. Answer A. JSPT 4-3 (AC 65-12A)
The engine pressure ratio (EPR) indicator is, for the
majority of turbine powered airplanes, the primary indi-
cator of engine thrust (answer A). EPR represents the
ratio of the total pressure aft of the turbines to the total
pressure at the engine inlet.
4-47. Answer C. JSPT 4-5 (AC 65-12A)
The exhaust gas temperature (EGT) indicator provides
a relative indication of the turbine inlet temperature
(TIT). Engineers who design an engine know how
much heat energy the turbine section will absorb from
the gases flowing through it. Therefore, TIT can be cal-
culated as a function of EGT. Answer (A) is wrong
because EGT provides direct indication of exhaust gas
temperature and answer (B) is incorrect because EGT
probes monitor the exhaust temperature at the rear of
the turbine section, not the inlet.
4-48. Answer C. JSPT 4-3 (AC 65-12A)
The engine pressure ratio (EPR) indicator is, for the
majority of turbine powered airplanes, the primary indi-
cator of engine thrust. EPR represents the ratio of the
total pressure aft of the turbines to the total pressure at
the engine inlet. Answers (A) and (B) are wrong
because temperature readings do not indicate thrust.
4-12 Turbine Engine Operation

4-49. H02
In what units are turbine engine tachometers cali-
brated?
A Percent of engine RPM.
B Actual engine RPM.
C Percent of engine pressure ratio.
4-50. Q01
The hot section of a turbine engine is particularly sus-
ceptible to which of the following kind of damage?
A Galling.
B Pitting.
C Cracking.
4-51. Q02
Which of the following indicates that a combustion
chamber of a jet engine is not operating properly?
A Clam shells stick in thrust reverse position.
B Hot spots on the tail cone.
C Warping of the exhaust duct liner.
4-52. B03
Severe rubbing of turbine engine compressor blades
will usually cause
A bowing.
B cracking.
C galling.
4-49. Answer A. JSPT 4-2 (AC 65-12A)
Gas turbine engine tachometers are usually calibrated
in percent rpm. This allows various types of engines to
be operated on the same basis of comparison.
4-50. Answer C. JSPT 4-13 (AC 65-12A)
Because of the high heat encountered in the hot sec-
tion of a turbine engine, cracks frequently develop on
turbine blades, stator vanes, and exhaust system com-
ponents. Answer (A) is incorrect because galling, a
severe chafing caused by a slight movement between
mated parts, rarely occurs in a turbine engine hot sec-
tion. Answer (B) is wrong because, although pitting
does occasionally occur in turbine engine hot sections it
is not that common.
4-51. Answer B. JSPT 4-13 (AC 65-12A)
A malfunctioning fuel nozzle or combustion chamber
disrupts the normal flow of gases through the turbine
and exhaust sections of a turbine engine. These
defects can typically be detected by the presence of
hot spots on the exhaust duct or tail cone. Answer (A) is
incorrect because clam shell doors stuck in the reverse
position indicate a problem with the reverser system,
not the combustion chamber. Answer (C) is wrong
because warping of the exhaust duct liner indicates a
severe overtemperature condition has occurred.
4-52. Answer C. JSPT 4-31 (AC 65-12A)
Galling is a transfer of metal from one surface to
another usually caused by severe rubbing. Answer (A)
is wrong because compressor blades will abrade or
break before they bow and answer (B), cracking, is
unlikely to occur on compressor blades in the absence
of a hard impact or extreme heat.