A5-5. A washer guards against mechanical damage to the material being bolted and pre-
vents corrosion of the structural members.
A5-6. Camloc, Airloc, and Dzus.
A5-7. Solid rivets and blind rivets.
A5-8. Countersunk head or flush rivets.
A5-9. Snap rings, turnbuckles, taper pins, flat head pins, and flexible connectors/clamps.
A5-10. Maintenance Instruction Manual (MIM).
A5-11. Safetying prevents aircraft hardware and fasteners from working loose due to vi-
bration.
A5-12. The single-wire, double-twist method.
A5-13. Clip-locking method and wire-wrapping method.
A5-14. Stainless steel cotter pins.
A5-15. Plain, lock washers, and special washers.
CHAPTER 6
A6-1. The four types of jet propulsion engines are the rocket, ramjet, pulsejet, and gas
turbine engines.
A6-2. Burning fuel in a container that has an opening at one end causes the expanding
gases to rush out of the nozzle at a high velocity, which leaves an unbalanced
pressure at the other end. This pressure moves the container in the direction
opposite to that of the escaping gases.
A6-3. Newton's Third law, which states that "for every acting force there is an equal and
opposite reacting force."
A6-4. The ramjet is the simplest power plant that uses atmospheric air to support com-
bustion.
A6-5. The pulsejet doesn't have a compressor or a turbine. It can't take off under its own
power.
A6-6. The four types of turbine engines are the turbojet, turboprop, turboshaft, and tur-
bofan engines.
A6-7. Inlet duct, compressor, combustion chamber, turbine, and exhaust cone assembly.
A6-8. The power section, the torquemeter assembly, and the reduction gear assembly.
A6-9. Normally, helicopters have turboshaft engines.
A6-10. The major difference between a turboshaft and turbofan engine is the airflow.
A6-11. The heart of the gas turbine engine fuel system is the fuel control.
A6-12. Some of the engine operating variables that are sensed by modern fuel controls
include the following: pilots' demands, compressor inlet temperature, compressor
discharge pressure, burner pressure, compressor inlet pressure, rpm, and turbine
temperature.
A6-13. The main bearings and accessory drive gears.
A6-14. A scavenging system returns oil to the tank for reuse.
A6-15. The high-voltage system produces a double spark, which ionizes the gap between
the igniter plug electrodes so the high-energy, low-voltage component may follow.
AIII-4
