REFERENCES:

A. NAVEDTRA 12000, AIRMAN
B. NAVEDTRA 12338, AVIATION STRUCTURAL MECHANIC (H&S) 3 & 2
C. NAVWEPS 00-80T-80, AERODYNAMICS FOR NAVAL AVIATORS
D. NAVEDTRA 12300, AVIATION MACHINIST'S MATE 3 & 2
E. NAVEDTRA 10324-A, AVIATION MACHINIST'S MATE 1 & C

128.1 DESCRIBE THE FOLLOWING AERODYNAMIC TERMS: (REF. A)

A. LIFT - LIFT IS THE FORCE THAT ACTS IN AN UPWARD DIRECTION TO SUPPORT THE AIRCRAFT IN THE AIR. IT COUNTERACTS THE EFFECTS OF WEIGHT. LIFT MUST BE GREATER THAN OR EQUAL TO WEIGHT IF FLIGHT IS TO BE SUSTAINED.

B. WEIGHT - WEIGHT IS THE FORCE OF GRAVITY ACTING DOWNWARD ON THE AIRCRAFT AND EVERYTHING IN THE AIRCRAFT, SUCH AS THE CREW, FUEL, AND CARGO.

C. DRAG - DRAG IS THE FORCE THAT TENDS TO HOLD AN AIRCRAFT BACK. DRAG IS CAUSED BY THE DISRUPTION OF THE AIRFLOW ABOUT THE WINGS, FUSELAGE (BODY), AND ALL PROTRUDING OBJECTS ON THE AIRCRAFT. DRAG RESISTS MOTION.

D. THRUST - THRUST IS THE FORCE DEVELOPED BY THE AIRCRAFT'S ENGINE, AND IT ACTS IN THE FORWARD DIRECTION. THRUST MUST BE GREATER THAN OR EQUAL TO THE EFFECTS OF DRAG FOR FLIGHT TO BEGIN OR BE SUSTAINED.

A VEHICLE HAS THREE ROTATIONAL AXIS THAT ARE PERPENDICULAR (90 DEGREES) TO EACH OTHER. THESE AXIS ARE REFERRED TO BY THEIR DIRECTION: LONGITUDINAL, LATERAL, AND VERTICAL.

E. LONGITUDINAL AXIS - ROLL CONTROL. THE LONGITUDINAL AXIS IS THE PIVOT POINT ABOUT WHICH AN AIRCRAFT ROLLS. THIS AXIS RUNS FORE AND AFT THROUGH THE LENGTH (NOSE TO TAIL) OF THE AIRCRAFT. THIS AXIS IS PARALLEL TO THE PRIMARY DIRECTION OF THE AIRCRAFT. THE PRIMARY DIRECTION OF A FIXED-WING AIRCRAFT IS ALWAYS FORWARD.

F. LATERAL AXIS - PITCH CONTROL. THE LATERAL AXIS IS THE PIVOT POINT ABOUT WHICH AN AIRCRAFT PITCHES. PITCH CAN BEST BE DESCRIBED AS THE UP OR DOWN MOTION OF THE NOSE OF THE AIRCRAFT.

G. VERTICAL AXIS - YAW CONTROL. THE VERTICAL AXIS RUNS FROM THE TOP TO THE BOTTOM OF AN AIRCRAFT. IT RUNS PERPENDICULAR TO BOTH THE ROLL AND PITCH AXES.

128.2 STATE THE THREE PRIMARY MOVEMENTS OF AIRCRAFT ABOUT THE AXIS. (REF A)

A. YAW - MOVEMENT OF AIRCRAFT ABOUT ITS VERTICAL AXIS. BEST DESCRIBED AS THE DRIFT, RIGHT OR LEFT OF THE PRIMARY DIRECTION OF AN AIRCRAFT.

B. PITCH - THE MOVEMENT OF THE AIRCRAFT ABOUT ITS LATERAL AXIS. BEST DESCRIBED AS THE UP AND DOWN MOTION OF THE NOSE OF THE AIRCRAFT.

G. ROLL - THE MOVEMENT OF THE AIRCRAFT ABOUT ITS LONGITUDINAL AXIS. BEST DESCRIBED AS THE MOVEMENT OF THE WING TIPS (ONE UP AND THE OTHER DOWN).

128.3 IDENTIFY AND STATE THE PURPOSE OF THE THREE PRIMARY FLIGHT CONTROLS FOR FIXED-WING AIRCRAFT. (REF B)

A. AILERON - THE AILERONS ATTACH TO THE TRAILING EDGE OF THE WINGS AND CONTROL THE ROLLING (OR BANKING) MOTION OF THE AIRCRAFT. THIS ACTION IS KNOWN AS LONGITUDINAL CONTROL.

B. RUDDER - THE RUDDER ATTACHED TO THE VERTICAL STABILIZER AND DETERMINES THE HORIZONTAL FLIGHT (TURNING OR YAWING MOTION) OF THE AIRCRAFT. THIS ACTION IS KNOWN AS DIRECTIONAL CONTROL.

C. ELEVATOR - THE ELEVATORS ATTACH TO THE HORIZONTAL STABILIZER AND CONTROL THE CLIMB OR DECENT (PITCHING MOTION). THIS ACTION IS KNOWN AS LATERAL CONTROL.

128.4 IDENTIFY AND STATE THE PURPOSE OF THE THREE PRIMARY FLIGHT CONTROLS FOR ROTARY-WING AIRCRAFT. (REF B)

CYCLIC PITCH CONTROL STICK, A COLLECTIVE PITCH CONTROL STICK AND ROTARY RUDDER. THE CYCLIC PITCH CONTROL STICK CONTROLS FORWARD, AFT, AND LATERAL HELICOPTER MOVEMENT; THE COLLECTIVE PITCH CONTROL STICK CONTROLS VERTICAL HELICOPTER MOVEMENT.

128.5 STATE THE PURPOSE OF THE FOLLOWING BASIC AND MISCELLANEOUS FLIGHT CONTROL SURFACES: (REF A)

A. FLAP - WING FLAPS GIVE THE AIRCRAFT EXTRA LIFT. THEIR PURPOSE IS TO REDUCE THE LANDING SPEED. THE USE OF FLAPS DURING TAKEOFF SERVES TO REDUCE THE LENGTH OF THE TAKEOFF RUN.

C. SPEED BRAKES - SPEED BRAKES ARE MOVABLE CONTROL SURFACES USED FOR REDUCING THE SPEED OF THE AIRCRAFT. THEIR PRIMARY PURPOSE IS TO KEEP THE AIRSPEED FROM BUILDING TOO HIGH WHEN THE AIRCRAFT DIVES. SPEED BRAKES SLOW THE SPEED OF THE AIRCRAFT PRIOR TO LANDING.

B. SPOILER - SPOILERS ARE USED TO DECREASE WING LIFT. THE SPECIFIC DESIGN, FUNCTION, AND USE VARY WITH DIFFERENT AIRCRAFT. IN THE RETRACT POSITION, THEY ARE FLUSH WITH THE WING SKIN. IN THE RAISED POSITION, THEY GREATLY REDUCE WING LIFT BY DESTROYING THE SMOOTH FLOW OF AIR OVER THE WING SURFACE.

D. SLATS - SLATS ARE MOVEABLE CONTROL SURFACES ATTACHED TO THE LEADING EDGE OF THE WING. WHEN THE SLAT IS RETRACTED, IT FORMS THE LEADING EDGE OF THE WING. WHEN THE SLAT IS OPEN (EXTENDED FORWARD), A SLOT IS CREATED BETWEEN THE SLAT AND THE WING LEADING EDGE. THIS ALLOWS THE AIRCRAFT TO BE CONTROLLED AT AIRSPEEDS BELOW THE NORMAL LANDING SPEED.

E. HORIZONTAL STABILIZER - THE STABILIZING SURFACES OF AN AIRCRAFT CONSIST OF A VERTICAL AND HORIZONTAL AIRFOILS. THEY ARE CALLED THE VERTICAL STABILIZER (OR FIN) AND THE HORIZONTAL STABILIZER. THE MAIN PURPOSE OF THE STABILIZERS IS TO KEEP THE AIRCRAFT IN STRAIGHT AND LEVEL FLIGHT. THE HORIZONTAL STABILIZER PROVIDES STABILITY OF THE AIRCRAFT ABOUT ITS LATERAL AXIS. THIS IS KNOWN AS LONGITUDINAL STABILITY.

F. VERTICAL STABILIZER - THE STABILIZING SURFACES OF AN AIRCRAFT CONSIST OF A VERTICAL AND HORIZONTAL AIRFOILS. THEY ARE CALLED THE VERTICAL STABILIZER (OR FIN) AND THE HORIZONTAL STABILIZER. THE VERTICAL STABILIZER MAINTAINS THE STABILITY OF THE AIRCRAFT ABOUT ITS VERTICAL AXIS. THIS IS KNOWN AS DIRECTIONAL STABILITY.

H. TAIL ROTOR - AS THE HELICOPTER'S MAIN ROTOR TURNS IN ONE DIRECTION, THE BODY (FUSELAGE) OF THE HELICOPTER TENDS TO ROTATE IN THE OPPOSITE DIRECTION (NEWTON'S THIRD LAW). THIS IS KNOWN AS TORQUE REACTION. ON DUAL-ROTOR HELICOPTERS, THE ROTOR'S TURN IN OPPOSITE DIRECTIONS, THUS ELIMINATING THE TORQUE REACTION. IN A SINGLE MAIN ROTOR HELICOPTER, THE USUAL WAY OF GETTING RID OF TORQUE REACTION IS BY USING A TAIL ROTOR (ANTI-TORQUE ROTOR). THIS ROTOR IS MOUNTED VERTICALLY ON THE OUTER PORTION OF THE HELICOPTER'S TAIL SECTION AND PRODUCES THRUST IN THE OPPOSITE DIRECTION OF THE TORQUE REACTION DEVELOPED BY THE MAIN ROTOR.

G. MAIN ROTOR - THE HELICOPTER'S AIRFOILS ARE THE ROTOR BLADES. THE MAIN ROTOR OF A HELICOPTER CONSISTS OF TWO OR MORE ROTOR BLADES. LIFT IS ACCOMPLISHED BY ROTATING THE BLADES THROUGH THE AIR AT A HIGH RATE OF SPEED. LIFT MAY BE CHANGED BY INCREASING THE ATTACK OR PITCH OF THE ROTOR BLADES. THIS PRODUCES ENOUGH LIFT TO RAISE THE HELICOPTER OFF THE GROUND AND KEEP IT IN THE AIR.

128.6 EXPLAIN THE TERM ANGLE OF ATTACK. (REF C)

ON A HELICOPTER, WHEN THE ROTOR IS TURNING AND THE BLADES ARE A ZERO ANGLE OF ATTACK (FLAT PITCH), NO LIFT IS DEVELOPED. THIS FEATURE PROVIDES THE PILOT WITH COMPLETE CONTROL OF THE LIFT DEVELOPED BY THE ROTOR BLADES.

128.7 DEFINE THE TERM AUTOROTATION. (REF B)

A METHOD OF ALLOWING A HELICOPTER TO LAND SAFELY FROM ALTITUDE WITHOUT USING ENGINE POWER BY MAKING USE OF THE REVERSED AIRFLOW UP THROUGH THE ROTOR SYSTEM TO REDUCE THE RATE OF DESCENT. ACCOMPLISHED BY LOWERING COLLECTIVE PITCH LEVER TO MAINTAIN ROTOR RPM WHILE HELO IS DECREASING IN ALTITUDE, THEN INCREASING COLLECTIVE PITCH AT A PREDETERMINED ALTITUDE TO CONVERT INERTIAL ENERGY INTO LIFT TO REDUCE THE RATE OF DESCENT AND CUSHION THE LANDING.

128.8 STATE THE PURPOSE OF BLADE TRACKING. (REF B)

PRODUCING LIFE WITH THE ROTOR BLADES AS THEY FREELY ROTATE FROM A FLOW OF AIR UP THROUGH THE ROTOR SYSTEM.

128.9 STATE THE COMPONENTS OF A BASIC HYDRAULIC SYSTEM. (REF A)

RESERVOIR PUMP, FILTER, SELECTOR VALVE AND ACTUATOR

128.10 DEFINE AND DESCRIBE THE FOLLOWING HYDRAULIC SYSTEMS. (REF B)

A. OPEN CENTER - NON-PRESSURIZED SYSTEM (RESERVOIR IS NON-PRESSURIZED)

B. CLOSED CENTER - PRESSURIZED SYSTEM

128.11 STATE THE PURPOSE OF HYDRAULIC PATCH TESTING ON AIRCRAFT HYDRAULIC SYSTEMS. (REF B)

CHECK AND MAINTAIN MINIMAL CONTAMINATION LEVELS IN SYSTEM.
NAVAL AIRCRAFT - CLASS 5 (ACCEPTABLE)
GSE - CLASS 3

128.12 EXPLAIN THE USE OF THE FOLLOWING: (REF B)

A. MIL-H-83282 - THE PRINCIPLE HYDRAULIC USED IN NAVAL AIRCRAFT.

B. MIL-H-5606 - THE ALTERNATE HYDRAULIC USED IN NAVAL AIRCRAFT. PRESERVATIVE FLUID.

C. MIL-H-46170 - USED FOR WIPING CHROME SURFACES ON STRUTS AND ACTUATORS.

128.13 DESCRIBE AND EXPLAIN THE PURPOSE OF THE MAIN COMPONENTS OF MAIN LANDING GEAR. (REF A)

A. SHOCK STRUT - ABSORBS THE SHOCK THAT OTHERWISE WOULD BE SUSTAINED BY THE AIRFRAME STRUCTURE DURING TAKEOFF, TAXIING, AND LANDING.

B. WHEEL/TIRE ASSEMBLY - ALLOW THE AIRCRAFT TO ROLL EASILY AND PROVIDES TRACTION DURING TAKEOFF AND LANDING.

C. BRAKE ASSEMBLY - FOR STOPPING THE AIRCRAFT, HOLD THE AIRCRAFT FOR NORMAL ENGINE TURNUP, AND ASSIST THE PILOT IN STEERING THE AIRCRAFT ON THE GROUND. BRAKES ARE ACTUATED INDEPENDENTLY OF EACH OTHER.

D. RETRACTING AND EXTENDING MECHANISM - RETRACTS OR EXTENDS THE LANDING GEAR. LOCKS HOLD THE GEAR IN THE DESIRED POSITION.

E. SIDE STRUTS AND SUPPORTS - PROVIDES LATERAL STRENGTH/SUPPORT FOR THE LANDING GEAR.

128.14 DESCRIBE AND EXPLAIN THE PURPOSE OF THE MAIN COMPONENTS OF A NOSE LANDING GEAR. (REF A)

STRUT ASSEMBLY, TIRES, DRAG BRAKE, RETRACTING AND EXTENDING MECHANISM

128.15 EXPLAIN THE PURPOSE AND OPERATION OF THE AIRCRAFT CATAPULT EQUIPMENT. (REF A)

TO JETTISON AIRCRAFT OFF THE CARRIER.

128.16 EXPLAIN THE PURPOSE AND OPERATION OF THE AIRCRAFT ARRESTING GEAR. (REF A)

USED TO ENGAGE THE ARRESTING GEAR CABLES ABOARD AN AIRCRAFT CARRIER. CARRIER TYPE AIRCRAFT ARE EQUIPPED WITH AND ARRESTING HOOK (TAIL HOOK) FOR STOPPING THE AIRCRAFT WHEN IT LANDS ON THE CARRIER. THE ARRESTING GEAR HAS AN EXTENDABLE HOOK AND THE MECHANICAL, HYDRAULIC, AND PNEUMATIC EQUIPMENT NECESSARY FOR HOOK OPERATION.

128.17 STATE THE SAFETY PRECAUTIONS USED WHEN SERVICING AIRCRAFT TIRES ON AIRCRAFT. (REF B)

TIRES SHALL NOT BE INFLATED, UNLESS INSTALLED ON AN AIRCRAFT WHERE THE PROTECTION OF THE AXLE NUT PRECLUDES POSSIBLE WHEEL SEPARATION DUE TO STRESS OF HIGH PRESSURE SERVICING. ALWAYS APPROACH TIRES FROM FORE OR AFT.

128.18 DESCRIBE THE BASIC DIFFERENCES IN THE FOLLOWING ENGINE SYSTEMS: (REF A,D)

1. TURBO JET - (A-6) USES 100% OF ALL COMPRESSED AIR FOR THRUST. PROJECTS A COLUMN OF AIR TO THE REAR AT AN EXTREMELY HIGH VELOCITY. THE RESULT IS TO PROPEL THE AIRCRAFT IN THE FORWARD DIRECTION.

2. TURBO SHAFT - (H-60) HIGHER POWER-TO-WEIGHT RATIO AND ARE WIDELY USED IN HELICOPTERS. DELIVERS POWER THROUGH A SHAFT TO DRIVE SOMETHING OTHER THAN A PROPELLER.

3. TURBO PROP - (P-3, E-2, C-2, C-130) DEVELOPED TO PROVIDE THE POWER REQUIREMENTS FOR AIRCRAFT OF GREATER SIZE, CARRYING CAPACITY, RANGE AND SPEED. PROPULSION IS ACCOMPLISHED BY THE CONVERSION OF THE MAJORITY OF THE GAS-ENERGY INTO MECHANICAL POWER TO DRIVE A PROPELLER. THIS IS DONE BY ADDING MORE TURBINE STAGES.

4. TURBO FAN - (S-3, F/A-18,F-14) IN PRINCIPLE THE SAME AS A TURBOPROP, EXCEPT THE FAN IS REPLACED BY THE DUCT-ENCLOSED AXIAL-FLOW FAN. USES 20% OF COMPRESSED AIR FOR COMBUSTION, 80% FOR COOLING.

5. AUXILIARY POWER UNIT (APU) - CENTRIFUGAL FLOW JET ENGINES INSTEAD OF AXIAL FLOW. APU'S SUPPLY HYDRAULIC, ELECTRICAL, AND PNEUMATIC POWER FOR AIRCRAFT SERVICING, STARTING AND EMERGENCY POWER.

128.19 STATE THE FIVE BASIC SECTIONS OF A JET ENGINE. (REF A)

A. INLET SECTION - PERMITS OUTSIDE AIR (AMBIENT) TO ENTER THE FRONT OF THE ENGINE.

B. COMPRESSOR SECTION - COMPRESSES THE INCOMING AIR THROUGH A SERIES OF ROTATING BLADES AND STATIONARY STATOR VANES, TO BE AS MUCH AS TWENTY OR MORE TIMES THE PRESSURE THE AIR HAD AT THE INLET, AND DELIVERS IT TO THE COMBUSTION OR BURNER SECTION.

C. COMBUSTION SECTION - FUEL IS MIXED WITH THE COMPRESSED AIR. THE FUEL-AIR MIXTURE IS THEN IGNITED BY AN IGNITER. WHEN THE FUEL-AIR MIXTURE IS LIGHTED, THE IGNITER CAN BE TURNED OFF.

D. TURBINE SECTION - EXTRACTS A MAJOR PORTION OF THE ENERGY IN THE GAS STEAM AND USES THE ENERGY TO TURN THE COMPRESSOR AND ACCESSORIES.

E. EXHAUST SECTION - DIRECTS THE REMAINING HOT GASES THAT WERE NOT USED BY THE TURBINE SECTION OUT THE REAR OF THE ENGINE AT A VERY HIGH SPEED TO CAUSE FORWARD THRUST.

128.20 STATE WHICH TYPE OF JET TURBINE ENGINE IS THE BASIS FOR ALL OTHERS. (REF D)

RAM JET; DEVELOPED BY THE GERMANS.

128.21 WHAT ARE THE TWO BASIC TYPES OF COMPRESSORS USED IN THE JET TURBINE ENGINE? (REF D)

SINGLE SPEED, DISK ROTOR
SPLIT SPEED, BLISK SYSTEM

128.22 STATE THE PURPOSE OF AN AFTERBURNER. (REF D)

THE AFTERBURNER IS USED DURING TAKE OFF AND COMBAT MANEUVERING TO BOOST THE NORMAL THRUST RATING OF A GAS TURBINE ENGINE THROUGH ADDITIONAL BURNING OF THE REMAINING UNUSED AIR IN THE EXHAUST SECTION.

128.23 STATE THE TWO ENGINE DESIGNATION SYSTEMS USED IN THE NAVY. (REF D)

A. ANA BULLETIN NO. 306

ANA BULLETIN NO. 306 IS THE OLDER SYSTEM WHICH WILL REMAIN IN EFFECT UNTIL ALL ENGINES MANUFACTURED PRIOR TO THE INTRODUCTION OF MIL-STD-879 HAVE HAD A MODIFICATION TO THE CONFIGURATION AND/OR PERFORMANCE OR HAVE BEEN DELETED FROM SERVICE. THESE SYSTEMS USE STANDARD SYMBOLS TO REPRESENT THE TYPE AND MODEL OF THE VARIOUS AIRCRAFT GAS TURBINE ENGINES CURRENTLY BEING USED IN MILITARY AIRCRAFT AND MISSILES.

THE FOLLOWING IS AN EXAMPLE OF ANA BULLETIN NO. 306 DESIGNATION

T-56-A-16
T = TURBINE (TURBOPROP AND TURBOSHAFT ENGINES)
56 = NAVY SPONSORED
A = MANUFACTURE (ALLISON)
16 = EIGHTH MODEL (NAVY)

B. MIL-STD-879

THE NEW DESIGNATION SYSTEM IS MADE UP OF THREE-DIGIT TYPE NUMERALS AND THREE-DIGIT MODEL NUMBERS AND IS TO BE USED ON ALL NEWLY DEVELOPED GAS TURBINE ENGINES. EXISTING ENGINES WILL BE ASSIGNED A NEW THREE-DIGIT MODEL NUMBER WHENEVER MAJOR CHANGES IN CONFIGURATION OR DESIGN ARE MADE; HOWEVER, IN MOST INSTANCES THE OLD TWO-DIGIT TYPE INDICATOR WILL BE RETAINED. THE NEW SYSTEM APPLIES TO ALL ARMED SERVICES, ARMY, NAVY, AND AIR FORCE. THE COMPLETE NEW DESIGNATION SYSTEM IS MADE UP OF THREE PARTS - THE TYPE INDICATOR, MANUFACTURE'S SYMBOL, AND MODEL INDICATOR. SPECIAL DESIGNATIONS USED IN THE NEW SYSTEM ARE THE SAME AS THOSE USED IN THE OLD SYSTEM (X OR Y PRECEDING THE BASIC DESIGNATION).

THE FOLLOWING IS AN EXAMPLE OF A MIL-STD-879 ENGINE DESIGNATION:

F401-PW-400
F - TURBO FAN.
401 - SECOND NAVY TURBO FAN IN DESIGNATION SYSTEM.
PW - PRATT AND WHITNEY AIRCRAFT DIVISION, UNITED AIRCRAFT CORPORATION. (MFG).
400 - FIRST NAVY MODEL OF THIS PARTICULAR ENGINE.

128.24 STATE THE TWO DIFFERENT TYPES OF BORESCOPES AND DEFINE THEIR PURPOSE. (REF. D)

A. RIGID BORESCOPE - USED TO INTERNALLY INSPECT JET ENGINES WITHOUT HAVING TO OPEN THE ENGINE. THIS TYPE BORESCOPE HAS A LIMITED INSPECTION AREA.

B. FIBER-OPTIC BORESCOPE - ALSO KNOWN AS A COLD BORESCOPE, IT CAN BE WORKED BACK THROUGH THE COMPRESSOR FROM THE FRONT OF THE ENGINE OR INSERTED THROUGH A FUEL NOZZLE OPENING AND WORKED BACK TO THE TURBINE AREA. THE FIBER-OPTIC BORESCOPE HAS A DISTINCT ADVANTAGE OVER THE RIGID TYPE.

128.25 EXPLAIN THE MODEL DESIGNATION BREAKDOWN FOR A PROPELLER (I.E., 54H60-77). (REF. D)

THE MODEL DESIGNATION FOR THE PROPELLER ASSEMBLY, INDICATED BY INK STAMP OR VIBRATION PEEN MARKING ON THE BARREL, EXPLAINS THE TYPE OF PROPELLER. THE NUMBER AND LETTER GROUP DESCRIBES THE BASIC MODEL, AND THE NUMBER GROUP THAT FOLLOWS THE DASH INDICATES THE MINOR MODIFICATION INCORPORATED IN THE PARTICULAR MODEL. A BREAKDOWN OF THE 54H60-77 PROPELLER IS AS FOLLOWS:

5 - INDICATES THE NUMBER OF MAJOR CHANGES INCORPORATED IN THE PROPELLER.

4 - INDICATES THE NUMBER OF BLADES.

H - DESCRIBES THE BLADE SHANK SIZE. (THE USE OF A LETTER HERE ALSO INDICATES THAT THE BLADES ARE MADE OF ALUMINUM. A NUMBER HERE WOULD INDICATE THAT THE SHANK SIZE AND ALSO THAT THE BLADES WERE MADE OF STEEL, AS IN MODEL 24260).

60 - INDICATES SPLINE SIZE OF THE PROPELLER SHAFT.

-77 - INDICATES THE NUMBER OF MINOR MODIFICATIONS INCORPORATED IN THE PROPELLER.

128.26 STATE THE FOUR MAJOR SUBASSEMBLIES OF THE VARIABLE PITCH AIRCRAFT PROPELLER. (REF D)

DOME, HUB, PROPELLER PUMP HOUSING AND PROPELLER VALVE HOUSING.

128.27 DESCRIBE THE TWO MAJOR SECTIONS OF THE PROPELLER CONTROL ASSEMBLY. (REF D)

PROPELLER PUMP HOUSING AND PROPELLER VALVE HOUSING

128.28 EXPLAIN THE FIVE FORCES ACTING ON A PROPELLER. (REF D)

A. CENTRIFUGAL FORCE - TENDS TO PULL THE BLADE FROM CENTER.

B. THRUST BENDING FORCE - THE BLADE TIPS, WHICH ARE THINNER AND LIGHTER THAN THE BLADE SHANK, BEND FORWARD.

C. TORQUE BENDING FORCE - BLADES BEND BACKWARD AGAINST ROTATION.

D. AERODYNAMIC TWISTING MOMENT - THIS FORCE TRIES TO ROTATE THE BLADES SO THAT THE BLADE ANGLE WILL BE INCREASED.

E. CENTRIFUGAL TWISTING MOMENT - TENDS TO TWIST THE BLADES TO A LOWER PITCH ANGLE.

128.29 EXPLAIN THE FUNCTION OF THE PROPELLER BRAKE ASSEMBLY. (REF D)

TO STOP THE BLADES. PROPELLER BRAKE IS HELD OPEN BY OIL PRESSURE.

128.30 EXPLAIN THE PURPOSE OF THE TORQUE METER ASSEMBLY. (REF D)

SHAFT HORSEPOWER. TRANSMITS POWER TO THE GEAR BOX FROM THE POWER SECTION.

128.31 DESCRIBE THE PURPOSE OF THE NAVY OIL ANALYSIS PROGRAM. (REF D)

TO PROVIDE MEANS OF CONTAMINATION DETECTION OR PART FATIGUE.

128.32 EXPLAIN THE PURPOSE OF SPECTROMETRIC OIL ANALYSIS. (REF D)

DETERMINE THE TYPE AND AMOUNT OF WEAR METALS IN LUBRICATING OIL SAMPLES. ONCE ABNORMAL WEAR IS VERIFIED, EQUIPMENT MAY BE REPAIRED OR REMOVED BEFORE MAJOR FAILURE OF A FLUID WETTED COMPONENT OCCURS.

128.33 STATE WHAT PUBLICATION GOVERNS THE OIL ANALYSIS PROGRAM. (REF D)

NAVAIR 17-15-50-1

128.34 EXPLAIN THE TWO METHODS OF SPECTROMETRIC OIL ANALYSIS CURRENTLY USED. (REF D)

ATOMIC EMISSION - DETERMINE CONCENTRATION OF WHAT METALS IN LUBRICATING FLUID, BY SUBJECTING THE SAMPLE TO HIGH VOLTAGE SPARK.

ATOMIC ABSORPTION INSTRUMENTS - SAMPLE IS ASPIRATED INTO A FAME AND VAPORIZED.

128.35 STATE THE THREE BASIC FUNCTIONS OF LUBRICATING OIL. (REF D)

COOLING, LUBRICATING, AND CLEANING.

128.36 STATE THE NATO SYMBOL FOR MIL-L-23699 ENGINE OIL. (REF D)

NATO NUMBER 0-156

128.37 STATE THE DIFFERENCE BETWEEN A WET AND DRY SUMP LUBRICATION SYSTEM. (REF D)

DRY SUMP HAS NO OIL IN IT (SAVAGE PUMP SUCKS IT OUT).
WET SUMP HAS CONTINUOUS OIL.

128.38 STATE THE NATO SYMBOL FOR THE FOLLOWING FUELS AND EXPLAIN THE CHARACTERISTICS AND REASONS FOR USING EACH: (REF D)

A. JP-4 - NATO SYMBOL - F-40, TYPE FUEL - JET FUEL - JP-4 IS A KEROSENE-TYPE FUEL WITH A VAPOR PRESSURE CLOSE TO 0 PSI. SINCE IT HAS A LOWER TENDENCY TO VAPORIZE THAN THE MORE VOLATILE GRADES, THE VAPOR AIR MIXTURE IN TANKS OR CONTAINERS ABOVE ITS LIQUID SURFACES WILL BE GENERALLY TOO LEAN TO BE IGNITED UNTIL THE SURFACE OF THE LIQUID REACHES A TEMPERATURE OF 140O.

B. JP-5 - NATO SYMBOL - F-44, TYPE FUEL - JET FUEL - JP-5 IS NOW THE NAVY'S PRIMARILY JET FUEL. IT IS RELATIVELY SAFE TO STORE, THERMALLY STABLE, AND HAS A HIGH HEAT CONTENT PER GALLON AND IS USED BY ALL JET-TYPE NAVY AIRCRAFT.

C. JP-8 - NATO SYMBOL - F-34, TYPE FUELD - JET FUEL - JP-8 IS USED BY THE AIR FORCE.

128.39 EXPLAIN WHAT IS MEANT BY THE TERMS FLAMMABLE AND INFLAMMABLE. (REF D)

FLAMMABLE - EASILY BURNS
INFLAMMABLE - RESISTANT TO BURNING

128.40 DESCRIBE THE THREE HAZARDS ASSOCIATED WITH JET FUEL. (REF D)

INHALATION, ABSORBSION, FLAMMABLE

128.41 DESCRIBE THE SYMPTOMS OF FUEL VAPOR INHALATION. (REF D)

BURNING, RAW THROAT; RED, BURNING EYES; FLAKING SKIN ON HANDS.

128.42 STATE THE FOUR PRIMARY LAYERS OF AN AIRCRAFT SELF-SEALING FUEL CELL. (REF D)

A. INNER LAYER - CONSTRUCTED OF BUNA N SYNTHETIC RUBBER. PREVENTS FUEL FROM COMING IN CONTACT WITH SEALANT AND CONTAINS THE FUEL IN THE CELL.

B. NYLON BARRIER - AN UNBROKEN FILM OF NYLON USED TO PREVENT FUEL FROM COMING IN CONTACT WITH SEALANT THROUGH THE SLIGHTLY POROUS BUNA N INNER LINER.

C. SEALANT - THE NATURAL GUM RUBBER SEALANT REMAINS DORMANT IN THE FUEL CELL UNTIL CELL IS RUPTURED OR PENETRATED BY A PROJECTILE. WHEN SEALANT COMES IN CONTACT WITH FUEL VAPORS, IT SWELLS TO SEVERAL TIMES ITS NORMAL SIZE CLOSING THE RUPTURE.

D. RETAINER - MADE OF COTTON OR NYLON CORD FABRIC IMPREGNATED WITH BUNA N RUBBER, IT PROVIDES STRENGTH AND SUPPORT TO THE FUEL CELL.

128.43 STATE THE PURPOSE OF THE FOLLOWING GEAR BOXES AS IT APPLIES TO THE SH 60 POWER TRANSMISSION SYSTEM: (REF. D)

A. MAIN TRANSMISSION - SUPPORTS AND DRIVES THE ROTARY WING HEAD (MAIN ROTOR) AND PROVIDES THE POWER TAKEOFF TO DRIVE THE ROTARY RUDDER.

B. INTERMEDIATE GEAR BOX - CHANGES THE TAIL ROTOR DRIVE SHAFT ANGLE OF DRIVE. DROPS THE SPEED OF THE ENGINE FROM MAIN ENGINES (MAIN ENGINE TURNS TOO FAST).

C. TAIL ROTOR GEAR BOX - MOUNTED AT THE TOP OF THE PYLON, SUPPORTS AND DRIVES THE ROTARY RUDDER. IT CHANGES THE TAIL ROTOR DRIVE SHAFT DIRECTION OF DRIVE 90 DEGREES, AND REDUCES SHAFT SPEED.

128.44 EXPLAIN THE PURPOSE OF THE AUXILIARY POWER UNIT (APU). (REF D)

SUPPLIES HYDRAULIC, ELECTRICAL AND PNEUMATIC POWER FOR AIRCRAFT SERVICING, STARTING AND EMERGENCY POWER.

128.45 EXPLAIN THE PURPOSE OF A JET ENGINE TEST CELL. (REF E)

TEST JET ENGINES PRIOR TO INSTALLATION.

128.46 IDENTIFY THE MAJOR COMPONENTS OF A JET ENGINE TEST CELL. (REF E)

VARIOUS ADAPTOR PACKAGES, CONTROL BOOTH, RUN SKID, AUGMENTER, FUEL SYSTEMS

128.47 IDENTIFY THE PRINCIPAL COMPONENTS OF THE HELICOPTER ROTOR HEAD. (REF A)

GEAR BOX, SPINDLES, PITCH CONTROL RODS, BLADES

128.48 IDENTIFY THE MAJOR COMPONENTS OF THE HELICOPTER TAIL ROTOR GROUP. (REF A)

BLADES, PITCH LINKS, TAIL ROTOR ACTUATOR

128.49 IDENTIFY THE REASONS FOR AND METHODS OF AN NDI.

TO DETERMINE IF THERE IS A DEFECT IN A PIECE OF METAL.

EDDY CURRENT - BOX WITH GAUGE
DYE PENETRANT - ULTRA VIOLET (BLUE) LIGHT
MAGNETIC PARTICLE - MAGNETIZE, PUT IN SOLUTION AND THEN LOOK UNDER LIGHT X-RAY