Aircraft Construction, Repair, and Modification TPI 1 PDF

AIRCRAFT CONSTRUCTION, REPAIR, AND MODIFICATION ENGR. CEDRICK BRYLL C. SISON OFFICER-IN-CHARGE MATERIALS AND STRUCTURELS LABORATORY (MSL) FEATI UNIVERSITY MANILA MATERIALS AND PROCESSES The core material of Alclad 2024-T4 is A— heat-treated aluminum alloy, and the surface material is commercial...

AIRCRAFT CONSTRUCTION, REPAIR, AND MODIFICATION ENGR. CEDRICK BRYLL C. SISON OFFICER-IN-CHARGE MATERIALS AND STRUCTURELS LABORATORY (MSL) FEATI UNIVERSITY MANILA MATERIALS AND PROCESSES The core material of Alclad 2024-T4 is A— heat-treated aluminum alloy, and the surface material is commercially pure aluminum. B— commercially pure aluminum, and the surface material is heat-treated aluminum alloy. C— strain-hardened aluminum alloy, and the surface material is commercially pure aluminum. The core material of Alclad 2024-T4 is A— heat-treated aluminum alloy, and the surface material is commercially pure aluminum. B— commercially pure aluminum, and the surface material is heat-treated aluminum alloy. C— strain-hardened aluminum alloy, and the surface material is commercially pure aluminum. Alclad 2024-T4 is a type of sheet metal that has a core of 2024-T4 solution-heat-treated aluminum alloy. Commercially pure aluminum is rolled onto the surfaces of the sheet for corrosion protection. Methods of Heat Treatment Types of Heat Treatment Aluminum Clad Which heat-treating process of metal produces a hard, wear-resistant surface over a strong, tough core? A— Case hardening. B— Annealing. C— Tempering. Which heat-treating process of metal produces a hard, wear-resistant surface over a strong, tough core? A— Case hardening. B— Annealing. C— Tempering. Case hardening is a heat treatment process for steel in which the surface is hardened to make it wear resistant, but the inside of the metal remains strong and tough. Annealing is a heat treatment process for either ferrous or nonferrous metal that makes the metal softer. Tempering is a method of heat treatment in which some of the hardness is removed from a hardened metal. Removing some of the hardness makes the metal less brittle. Normalizing is a process of heat treating A— aluminum alloys only. B— iron-base metals only. C— both aluminum alloys and iron-base metals. Normalizing is a process of heat treating A— aluminum alloys only. B— iron-base metals only. C— both aluminum alloys and iron-base metals. Normalizing is a heat treating process in which an iron base metal is heated to a temperature above its critical temperature and allowed to cool in still air. Normalizing reduces the stresses in the metal that were put there by the fabrication process. CLEANING AND CORROSION CONTROL A primary cause of intergranular corrosion is A— improper heat treatment. B— dissimilar metal contact. C— improper application of primer. A primary cause of intergranular corrosion is A— improper heat treatment. B— dissimilar metal contact. C— improper application of primer. One of the primary causes for intergranular corrosion is improper heat treatment. If there is a delay in the time between the removal of a metal part from the heat treatment oven and the time the part is quenched, the grains of the metal have an opportunity to grow large enough that an electrical potential exists across the grain boundaries. This potential within the metal causes the formation of intergranular corrosion. Intergranular corrosion in aluminum alloy parts A— may be detected by surface pitting, and white, powdery deposit formed on the surface of the metal. B— commonly appears as threadlike filaments of corrosion products under a dense film of paint. C— cannot always be detected by surface indications. Intergranular corrosion in aluminum alloy parts A— may be detected by surface pitting, and white, powdery deposit formed on the surface of the metal. B— commonly appears as threadlike filaments of corrosion products under a dense film of paint. C— cannot always be detected by surface indications. Intergranular corrosion forms along the grain boundaries within an aluminum alloy. Since this type of corrosion does not necessarily extend all the way to the surface of the metal in its early stages, it is quite possible for intergranular corrosion to reach an advanced state before it shows up on the surface. Corrosion caused by galvanic action is the result of A— excessive anodization. B— contact between two unlike metals. C— excessive etching Corrosion caused by galvanic action is the result of A— excessive anodization. B— contact between two unlike metals. C— excessive etching Galvanic corrosion is caused by an electrolytic action that takes place when two metals that have a different place in the galvanic scale are in contact with each other and are covered with an electrolyte. The more anodic of the metals reacts with the electrolyte and some of it changes into salts (it corrodes). Fretting corrosion is most likely to occur A— when two surfaces fit tightly together but can move relative to one another. B— only when two dissimilar metals are in contact. C— when two surfaces fit loosely together and can move relative to one another. Fretting corrosion is most likely to occur A— when two surfaces fit tightly together but can move relative to one another. B— only when two dissimilar metals are in contact. C— when two surfaces fit loosely together and can move relative to one another. Fretting corrosion is a form of corrosion that forms between closely fitting assembled parts that have a slight amount of relative motion. When sheets of aluminum alloy are riveted together, there should be no relative motion between the sheets or between the sheets and the rivets. But if there is a slight bit of movement, the protective oxide coating will be rubbed off of the metal and a new oxide coating will form. The material that has been rubbed off acts as an abrasive and accelerates the wear. The rust or corrosion that occurs with most metals is the result of A— a tendency for them to return to their natural state. B— blocking the flow of electrons in homogenous metals, or between dissimilar metals. C— electron flow in or between metals from cathodic to anodic areas. The rust or corrosion that occurs with most metals is the result of A— a tendency for them to return to their natural state. B— blocking the flow of electrons in homogenous metals, or between dissimilar metals. C— electron flow in or between metals from cathodic to anodic areas. Corrosion is a natural phenomenon which attacks metal by chemical or electrochemical action and converts it into a metallic compound, such as an oxide, hydroxide, or sulfate. Corrosion occurs because of the tendency for metals to return to their natural state. Noble metals like gold and platinum do not corrode since they are chemically uncombined in their natural state. Intergranular Corrosion Fretting Corrosion HOW ARE YOUR HEADS? 10 MINUTE BREAK UP SESSION WEIGHT AND BALANCE ` The useful load of an aircraft consists of the A— crew, usable fuel, passengers, and cargo. B— crew, usable fuel, oil, and fixed equipment. C— crew, passengers, usable fuel, oil, cargo, and fixed equipment. The useful load of an aircraft consists of the A— crew, usable fuel, passengers, and cargo. B— crew, usable fuel, oil, and fixed equipment. C— crew, passengers, usable fuel, oil, cargo, and fixed equipment. The useful load of an aircraft is the difference between its empty weight and the maximum allowable gross weight. It does not include any of the fixed or required equipment as these are part of the empty weight. An aircraft with an empty weight of 2,100 pounds and an empty weight CG +32.5 was altered as follows: 1. two 18-pound passenger seats located at +73 were removed; 2. structural modifications were made at +77 increasing weight by 17 pounds; 3. a seat and safety belt weighing 25 pounds were installed at +74.5; and 4. radio equipment weighing 35 pounds was installed at +95. What is the new empty weight CG? A— +34.01. B— +33.68. C— +34.65. An aircraft with an empty weight of 2,100 pounds and an empty weight CG +32.5 was altered as follows: 1. two 18-pound passenger seats located at +73 were removed; 2. structural modifications were made at +77 increasing weight by 17 pounds; 3. a seat and safety belt weighing 25 pounds were installed at +74.5; and 4. radio equipment weighing 35 pounds was installed at +95. What is the new empty weight CG? A— +34.01. B— +33.68. C— +34.65. As weighed, the total empty weight of an aircraft is 5,862 pounds with a moment of 885,957. However, when the aircraft was weighed, 20 pounds of potable water were on board at +84, and 23 pounds of hydraulic fluid are in a tank located at +101. What is the empty weight CG of the aircraft? A— 150.700. B— 151.700. C— 151.365. As weighed, the total empty weight of an aircraft is 5,862 pounds with a moment of 885,957. However, when the aircraft was weighed, 20 pounds of potable water were on board at +84, and 23 pounds of hydraulic fluid are in a tank located at +101. What is the empty weight CG of the aircraft? A— 150.700. B— 151.700. C— 151.365. When weighing an aircraft to find its empty weight, a full reservoir of hydraulic fluid is included, but the potable water is not part of the required equipment When the water is computed out of the empty weight, we find the new empty weight to be 5,842 pounds and the new empty-weight CG is located at fuselage station 151.365. Which of the following can provide the empty weight of an aircraft if the aircraft’s weight and balance records become lost, destroyed, or otherwise inaccurate? A— Reweighing the aircraft. B— The applicable Aircraft Specification or Type Certificate Data Sheet. C— The applicable flight manual or pilot’s operating handbook. Which of the following can provide the empty weight of an aircraft if the aircraft’s weight and balance records become lost, destroyed, or otherwise inaccurate? A— Reweighing the aircraft. B— The applicable Aircraft Specification or Type Certificate Data Sheet. C— The applicable flight manual or pilot’s operating handbook. If the aircraft weight and balance records are lost, destroyed, or otherwise inaccurate, the aircraft must be reweighed. The Aircraft Specification, Type Certificate Data Sheet, Flight Manual, and Pilot’s Operating Handbook do not list the empty weight of the specific aircraft. An aircraft with an empty weight of 1,800 pounds and an empty weight CG of +31.5 was altered as follows: 1. two 15-pound passenger seats located at +72 were removed; 2. structural modifications increasing the weight 14 pounds were made at +76; 3. a seat and safety belt weighing 20 pounds were installed at +73.5; and 4. radio equipment weighing 30 pounds was installed at +30. What is the new empty weight CG? A— +30.61. B— +31.61. C— +32.69. An aircraft with an empty weight of 1,800 pounds and an empty weight CG of +31.5 was altered as follows: 1. two 15-pound passenger seats located at +72 were removed; 2. structural modifications increasing the weight 14 pounds were made at +76; 3. a seat and safety belt weighing 20 pounds were installed at +73.5; and 4. radio equipment weighing 30 pounds was installed at +30. What is the new empty weight CG? A— +30.61. B— +31.61. C— +32.69. An aircraft had an empty weight of 2,886 pounds with a moment of 101,673.78 before several alterations were made. The alterations included: 1. removing two passenger seats (15 pounds each) at +71; 2. installing a cabinet (97 pounds) at +71; 3. installing a seat and safety belt (20 pounds) at +71; and 4. installing radio equipment (30 pounds) at +94. The alterations caused the new empty weight CG to move A— 1.62 inches aft of the original empty weight CG. B— 2.03 inches forward of the original empty weight CG. C— 2.03 inches aft of the original empty weight CG. An aircraft had an empty weight of 2,886 pounds with a moment of 101,673.78 before several alterations were made. The alterations included: 1. removing two passenger seats (15 pounds each) at +71; 2. installing a cabinet (97 pounds) at +71; 3. installing a seat and safety belt (20 pounds) at +71; and 4. installing radio equipment (30 pounds) at +94. The alterations caused the new empty weight CG to move A— 1.62 inches aft of the original empty weight CG. B— 2.03 inches forward of the original empty weight CG. C— 2.03 inches aft of the original empty weight CG. SHEET METAL AND NON-METTALIC STRUCTURES How does acoustic emission testing detect defects in composite materials? A— By picking up the “noise” of any deterioration that may be present. B— By analyzing ultrasonic signals transmitted into the parts being inspected. C— By creating sonogram pictures of the areas being inspected. How does acoustic emission testing detect defects in composite materials? A— By picking up the “noise” of any deterioration that may be present. B— By analyzing ultrasonic signals transmitted into the parts being inspected. C— By creating sonogram pictures of the areas being inspected. Acoustic emission monitoring is a method of inspecting composite materials for the presence of active corrosion. A sensitive microphone and amplifier are used with the microphone held against the surface being inspected. If corrosion is present the noise caused by the bubbles generated by the corrosion activity will be heard as a hissing sound. When the panel is heated to about 150°F the noise caused by disbonding of the adhesive will be heard as a crackling sound. When inspecting a composite panel using the ring test/tapping method, a dull thud may indicate A— less than full strength curing of the matrix. B— separation of the laminates. C— an area of too much matrix between fiber layers. When inspecting a composite panel using the ring test/tapping method, a dull thud may indicate A— less than full strength curing of the matrix. B— separation of the laminates. C— an area of too much matrix between fiber layers. When using the ring test/tapping method of inspecting a composite panel, a solid ringing sound usually indicates a sound material, but a dull thud may indicate a separation of the laminates, and the material should be examined more closely. When comparing the machining techniques for stainless steel sheet material to those for aluminum alloy sheet, it is normally considered good practice to drill the stainless steel at a A— higher speed with less pressure applied to the drill. B— lower speed with more pressure applied to the drill. C— lower speed with less pressure applied to the drill. When comparing the machining techniques for stainless steel sheet material to those for aluminum alloy sheet, it is normally considered good practice to drill the stainless steel at a A— higher speed with less pressure applied to the drill. B— lower speed with more pressure applied to the drill. C— lower speed with less pressure applied to the drill. When drilling stainless steel, you should use a drill with a larger included angle. Use a lower speed and more pressure than you would use for aluminum alloy. The length of time that a catalyzed resin will remain in a workable state is called the A— pot life. B— shelf life. C— service life. The length of time a catalyzed resin will remain in a workable state is called its pot life. A category of plastic material that is capable of softening or flowing when reheated is described as a A— thermoplastic. B— thermocure. C— thermoset. A thermoplastic resin is one that may be softened by heat. When it cools, it returns to its hard condition. The classification for high tensile strength fiberglass used in aircraft structures is A— E-glass. B— S-glass. C— G-glass. There are two types of glass fibers used in aircraft composite structure: E glass and S glass. E, or electrical glass, has a high resistivity and is designed primarily for electrical insulation. Its low cost makes it the more widely used type of glass where high strength is not required S, or structural glass, has a high tensile strength and is used for critical structural applications. What method is used to detect the thermal discharge of a built-in fire-extinguisher system? A— A discoloring of the yellow plastic disk in the thermal discharge line. B— A rupture of the red plastic disk in the thermal discharge line. C— The thermal plug missing from the side of the bottle What method is used to detect the thermal discharge of a built-in fire-extinguisher system? A— A discoloring of the yellow plastic disk in the thermal discharge line. B— A rupture of the red plastic disk in the thermal discharge line. C— The thermal plug missing from the side of the bottle If a built-in fire-extinguishing system is discharged because of a thermal (overheat) condition, the red indicator disk is blown out. Which of the following lists only desirable properties of a good hydraulic fluid that has chemical stability? A— High viscosity, low flash point, high fire point. B— High flash point, low viscosity, low fire point. C— Low viscosity, high flash point, high fire point. Which of the following lists only desirable properties of a good hydraulic fluid that has chemical stability? A— High viscosity, low flash point, high fire point. B— High flash point, low viscosity, low fire point. C— Low viscosity, high flash point, high fire point. A good hydraulic fluid must have a low viscosity so it is free to flow. It must be chemically stable and must have a high flash point and a high fire point. The cabin pressure of an aircraft in flight is maintained at the selected altitude by A— controlling the air inflow rate. B— inflating door seals and recirculating conditioned cabin air. C— controlling the rate at which air leaves the cabin. The cabin pressure of an aircraft in flight is maintained at the selected altitude by A— controlling the air inflow rate. B— inflating door seals and recirculating conditioned cabin air. C— controlling the rate at which air leaves the cabin. Cabin pressure of an aircraft in flight is controlled by controlling the rate at which the air is allowed to leave the cabin. The pressurization air source supplies more air than is needed for the proper cabin pressure, and the cabin altitude controller controls the outflow valves that regulate the amount of air that leaves the cabin. THANK YOU FOR LISTENING!! GOD BLESS ON YOUR TPI ACRM EXAM. IF YOU HAVE ANY QUESTIONS YOU CAN EMAIL ME AT [email protected]