14th UNIT

CONTENIDO: ENGINE INSTRUMENTS.- The Manifold Pressure Gauge, The

Tachometer The Cylinder Head Temperature Gauge, The Oil Pressure Gauge,
The Oil Temperature Gauge, The Fuel Gauge, The Carburetor Air
Temperature Gauge.
The Manifold Pressure Gauge.- The gauge is a absolute vacuum pressure
gauge that will read the barometric pressure at altitude when the engine is
turned off Your altimeter setting is the barometric pressure of the station if
the station were at sea level. They are not the same as your altimeter
setting is barometric pressure with an altitude correction applied.
Absolute pressure is measurement relative to a perfect or zero vacuums, as
in outer space. A zero reading occurs when the pressure is reduced to near
perfect vacuum conditions. Therefore, when no vacuum is applied, the
measured pressure is the ambient atmospheric pressure which at sea level
is approximately 29.92 inches of mercury, or 14.7 pounds per square inch,
or 760 mm of mercury.
As you go up the ambient atmospheric pressure decreases and your
Absolute pressure gauge (MP) reading decreases.
If you're trying to draw a weather map of air pressure patterns, you need a
way to remove the effects of the station's elevation. That is, you want to see
what the pressure would be at the station if it were at sea level station
pressure shall be determined by adjusting the corrected barometric pressure
to compensate for the difference between the height of the barometer and
the designated station elevation.
Your altimeter setting is not barometric pressure at that altitude but the
barometric pressure if the station were at sea level.
The Tachometer Timer.- is an instrument used in aviation to accumulate
the total number of revolutions performed by the engine. The unit of
measure is equivalent to the number of hours of running at a certain,
specific reference speed of rotation. If the reference speed of rotation is
2400, RPM then the Tach Timer records elapsed real (.e. clock) time when
the engine is running at 2400 RPM.
However, the time will run at half clock speed while the engine is run at
1200 RPM (a fast idle for some aviation engines) or at 5/6ths real time at
2000 RPM (a slow cruise speed) So the Tach Timer operates slower than
clock time when the engine is operating at low speed of rotation and faster
than clock time at higher speeds of rotation.(1)
The tach timer integrates over time the instantaneous
rotation
speed
displayed by the tachometer. The displayed number is incremented by one if
the engine is run at its reference speed for one hour. The quantity recorded
is referred to as tachometer hours. If the reference rotation speed is 2400
RPM then the tach timer records.

P-1000 Digital Tachometer. - Horizon Instruments uses patented software

technologies to bring to the aviation instrument panel an Electronic Digital
Engine Tachometer.
The P-1000 is light-weight, accurate under all operating conditions, easy to
install and maintain, and easy to view.
Additionally it provides diagnostic and performance information about the
aircraft engine and ignition system not normally available with current
mechanical or electrical/electronic tachometers.
The P-1 00 eliminates problems resulting from inaccurate tachometers:
engine operation outside of allowable RPM ranges, reduced engine life,
reduced fuel economy, reduced power or propeller over speeding -- all of
which and result in hazardous flying conditions
Head Temperature Gauge
Experience has shown that CHT's on two stroke engines are a waste of
money. By the time a gauge reacts through the head to tell you, you have a
problem your prop has stopped and you already know it.
On a liquid cooled engine the reading is affected by the water circulating
through the cylinder head, lowering the readings. They will however tell you
when you are loosing coolant, or are low on coolant since the CHT temps are
higher when the coolant is low. In most cases pilots will find that they will
smell the coolant before they notice it on the gauge.
If you are going to install a CHT you still require one for each cylinder, don't
"COIL" the leads, and it is necessary to remove the spark plug ring when
installing the CHT sending unit. Failure to remove the spark plug ring may
result in leakage due to improper sealing. t can also result in damage to the
threads of the spark plug hole.
With the spark plug sealing ring in pIace and the addiction of the CHT
coupler threads in lower part of the cylinder head are exposed and will
carbon up. This will result in damage to the threads if a new plug is put in
place without a CHT coupler, since the spark plug can now go all the way
down into these carboned threads, usually breaking them off and depositing
them into the cylinder.
The Oil Pressure Gauge
Oil Pressure Gauge or warning lamp measures engine oil pressure in pounds
per square inch.
Oil pressure is just as important to an engine as blood pressure is to a
person. if you run an engine with no oil pressure even for less then a
minute, you can easily destroy it. Most cars have an oil lamp that lights
when oil pressure is dangerously low. If it comes on while you're driving,
stop the vehicle as soon as is safely possible and shut off the engine. Then,
check the oil level and add oil as necessary.
Oil Temperature Gauge

Oil Temperature Gauge indicate the engine oil temperature Aircraft engine
controls provide a means for the pilot to control and monitor the operation
of the aircraft's powerplant. This article describes controls used with a basic
internal-combustion engine driving a propeller.
Some optional or more advanced configuration are described at the end of
the article. Jet turbine engines use different operating principles and have
their own sets of controls and sensors.
Fuel Pressure Gauge
Indicates the supply pressure of fuel to the carburetor (or in the case of a
fuel injected engine), to the fuel controller.
The majority of engine failures on microlight and homebuilt aircraft are
caused by fuel system faults. The Cyclone Fuel Pressure Tester is available
tooI for checking whether the fuel system is functioning correctly. If your
engine has suffered an engine seizure, holed or burned piston, loss of power
at full throttle or a total failure, it is vitally important to determine the cause
of the problem, before the aircraft is flown again. The pressure tester is
invaluable in diagnosing the problem.
The carburetor Air Temperature Gauge
Some airplanes have a carburetor air temperature gauge. This gauge
measures the temperature in the carburetor. The yellow are indicate
temperature at which icing is most likely to occur. When ice is suspected or
detected, the pilot can apply enough heat to raise the temperatures out of
the danger zone. Do not use partial carburetor heat without a carburetor air
temperature gauge. Applying partial heat or leaving it on for an insufficient
time might aggravate the situation.
PIREPs are the pilot's only source of report induction system icing. Iced-over
all make systems and carburetor ice. Both result in loss of engine power
and, left unchecked, complete power failure. The Solution is to use the
alternate air source on fuel-injected engines or carburetor heat on normally
aspirated-carbureted-engines. Induction system icing takes place any time
structural icing occurs. A symptom is a gradual loss of power.

15th UNIT
CONTENIDO: REVIEW PRACTICE
16th UNIT
CONTENIDO: TECHNICAL DOCUMENTE
At Rolls Royce, the ATA-specified technical manuals are permanently stored
in a publicly accessible place for everyone's use.
Each engine type is documented by a large set of manuals covering various
aspects of the engine. For a typical engine, the most important manuals
are-.
a) The Maintenance Manual which describes all aspects relevant for
normal 'on-wing' service (5 volumes);
b) The Engine Manual which covers all procedures carried out during 'offwing' engine overhaul (7 volume
c) The Illustrated Parts Catalogue (IPC) which shows exploded view
type illustrations and lists of all engine parts down to nuts, bolts,
clipping and O-rings (3[4) volumes).
d) Other manual types such as Time Limits Manual, Tools and Equipment
Manual, and Standard Practices manual also conform to the ATA
numbering system.
Rolls Royce develops a complete set of technical documentation to support
each engine family. An Operation and/or Maintenance Manual and Illustrated
Parts Catalogue are provided to each operator.
These document describe proper operation, maintenance and procurement
of replacement parts. Additional manuals are available that provide the
information required for installation design, heavy maintenance/overhaul
and vendor component repairs.
Service Bulletins
A comprehensive system works to ensure service bulletins are issued
informing operators and maintenance facilities of the latest operational
and maintenance requirements. Rolls Royce is fully committed to
ensuring all documentation and publications are up-to-date and reflect the
latest engine configuration and operational procedures. They will be
available on a timely basis and will provide our customers the information
needed to make informed decisions concerning fleet management.