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Knowledge of a few general principles of engine operation helps pilots operate engines
efficiently, extends the operating life of the power plant, and helps avoid engine
failures.
Basic Piston Engine Principles
Reciprocating piston engines are the most common power plants on general aviation
aircraft. These engines are virtually identical to automobile engines, with three
important exceptions:
1. Most aircraft engines are air cooled. This approach saves the weight of a
radiator and coolant and adds a measure of safety. The loss of coolant or a
failure of the cooling system in a liquid-cooled engine quickly causes complete
engine failure.
2. Aircraft engines have dual ignition systems, with the energy to create the spark
generated by magnetos. A magneto, turned by the crankshaft, isn't dependent
on the aircraft battery. Each cylinder also has two spark plugs. If one plug or
magneto fails, the other provides a spark to burn fuel.
3. Because an aircraft engine operates throughout a wide range of altitudes, the
power controls include a manual mixture control that the pilot uses to maintain
the proper air/fuel ratio as the airplane climbs and descends.
Ignition Systems
The ignition system provides a spark to ignite the air/fuel mixture in the cylinders of a
piston engine. Most modern aircraft engines use magnetos to generate the spark.
Although not as sophisticated as the electronic ignition systems used in the latest cars,
magnetos are useful in aircraft because:
• They produce a hotter spark at high engine speeds than the battery system
used in automobiles.
• They do not depend on an external source of energy such as a battery, a
generator, or an alternator.
Getting Started
Magnetos generate electricity when they rotate. So, to start the engine, the pilot must
engage a battery-powered starter that rotates the crankshaft. After the magnetos
begin rotating, they supply the spark to each cylinder to ignite the air/fuel mixture and
the starter system is disengaged. The battery no longer has any part in the operation
of the engine. If the battery (or master) switch is turned off, the engine continues to
run.
Dual Ignition
Most aircraft engines are equipped with a dual ignition system—two magnetos that
supply electrical current to two spark plugs for each cylinder. One magneto system
supplies the current to one set of plugs; the second system supplies the current to the
other set of plugs. This is why the ignition switch on the Cessna Skyhawk SP Model
172 (marked as MAGNETO on some planes) has five positions: OFF, L (left), R
(right), BOTH, and START. With the switch in the L or R position, only one magneto
supplies current and only one set of spark plugs fires. With the switch in the BOTH
positions, both magnetos supply current and both sets of spark plugs fire.
You should turn the ignition switch to BOTH after starting the engine and leave it on
BOTH during flight. Turn it OFF after shutting down the engine. If you leave the ignition
switch on BOTH (or L or R), the engine could fire if the propeller is moved from outside
the airplane—even if the electrical master switch is off.
You should not shut down a piston engine by turning the ignition switch to OFF.
Instead, move the mixture control to the idle cutoff position to turn off the fuel supply
to the cylinders. After the engine stops, turn the ignition switch to OFF. This procedure
ensures that no fuel remains in the cylinders and that the engine won't start accidentally
if someone turns the prop or if carbon deposits inside the cylinders create hot spots
that ignite residual fuel.
• A throttle, the control that has the most direct effect on power.
• Propeller control (if the aircraft is equipped with a constant-speed propeller) to
adjust the propeller's rotational speed, measured in revolutions per minute
(rpm).
• Mixture control to adjust the air/fuel mixture as the airplane climbs and
descends.
Carbureted engines also have carburetor heat to prevent the formation of or to melt
carburetor ice. Engines of about 200 horsepower or more usually have cowl flaps to
allow the pilot to adjust the amount of cooling air that flows over the engine. Opening
the cowl flaps is especially important during high-power operations such as takeoff and
prolonged climbs.
Propellers
Piston engines are typically connected to a fixed-pitch or a constant-speed propeller.
Fixed-pitch propellers are bolted directly to the crankshaft of the engine and therefore
always turn at the same speed as the engine. A fixed-pitch prop is somewhat like a
transmission with only one gear. This configuration makes up for its lack of efficiency
by being very simple to operate. The only gauge that you need to monitor is the
tachometer.
A constant-speed propeller has a governor that adjusts the angle of the blades to
maintain the rpm you select. This type of propeller makes much more efficient use of
the engine's power. At low speed when maximum power is required (as during takeoff),
you select maximum rpm or "full increase" with the propeller control, and the propeller
blades meet the air at a small angle. During cruise, you adjust the rpm to a lower
setting, and the blades take a bigger bite of the air while turning a lower speed.
To increase power
1. Increase rpm by advancing the propeller control.
2. Increase manifold pressure with the throttle.
To decrease power
1. Reduce manifold pressure with the throttle.
2. Decrease rpm with the propeller control.
Running Lean
Operating with the mixture too lean—too little fuel for the current weight of air—results
in rough engine operation, detonation, overheating, and a loss of power.
Carburetor Ice
Vaporization of fuel and expansion of the air in the carburetor causes sudden cooling
of the air/fuel mixture. The temperature may drop as much as 60 F (15 C) within a
fraction of a second. This cooling causes water vapor in the air to condense, and if the
temperature in the carburetor reaches 32 degrees F (0 C) the water freezes inside the
carburetor passages. Even a slight accumulation of this deposit can restrict the flow of
air into the carburetor, reducing power. Carburetor ice may also lead to complete
engine failure, particularly when the throttle is partly or fully closed.
Icing Conditions
On dry days, or when the temperature is well below freezing, the moisture in the air
generally doesn't cause carburetor ice. But if the temperature is between 20 F (-7 C)
and 70 F (21 C), with visible moisture or high humidity, the pilot should be constantly
on the alert for carburetor ice.
Thawing Out
To prevent carburetor ice from forming and to eliminate ice that forms, carburetors are
equipped with heaters. The carburetor heater preheats the air before it reaches the
carburetor. This preheating melt ice or snow entering the intake, melts ice that forms
in the carburetor passages (provided the accumulation is not too great), and keeps the
air/fuel mixture above freezing to prevent formation of carburetor ice.
More Power
Use of carburetor heat tends to reduce the output of the engine and increase the
engine's operating temperature. Therefore, don't use carburetor heat when you need
full power (as during takeoff) or during normal engine operation except to check for the
presence or removal of carburetor ice.
Fuel-Injected Engines
Piston engines rated at more than 200 horsepower often use a fuel-injection system
rather than a carburetor.
A fuel-injection system squirts fuel directly into the cylinders or just ahead of the intake
valve. The fuel then mixes with air in the cylinders. Because this type of system
requires high-pressure pumps, an air/fuel control unit, a fuel distributor, and discharge
nozzles for each cylinder, it's generally more expensive than a carburetor.
As with an engine equipped with a carburetor, the pilot controls the flow of fuel by
adjusting the mixture control.