Final Prop Assignment

Emirates Aviation College
INDEX
Introduction Page No.2
Task 1 Page No.3
Piston Engine Page No.3
Engine construction and Working Page No.3
Fuel system Page No.6
Fuel injection Page No.7
Lubrication system Page No.7
Ignition system Page No.8
Propeller Page No.11
Propeller aerodynamic Page No.14
Propeller control Page No.25
Task 2 Page No.25
Engine construction Page No.26
Engine module Page No.29
Power plant Installation Page No.30
Engine cowling Page No.33
Engine mounts Page No.31
Acoustic panels Page No.35
Engine starting Page No.35
Conclusion Page No.37
Reference Page No.38
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Rizwan,Ali, Shan, Aalap Aircraft Propulsion
INTRODUCTION
Aircraft technology has been evolving rapidly over the years, right from the first Wright
aircraft which used cable controls and piston driven engines to the state of the art fly-by-
wire technology and the Trent 900 & GE7200 engines.
This assignment examines the basics of propellers, its performance, components,

forces acting and aerodynamics. We have also looked at the operational characteristics
of piston engines and components.
We have also looked at the CF6-50 engine in detail examining the various stages of the
compressor and turbine, along with a simple startup procedure.
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Task 1
Piston Engines
Light weight piston engines or reciprocating engines is a heat engine that

uses one or more reciprocating pistons to convert pressure into a rotating motion. The
main type is the internal combustion engine, used extensively in aircraft propellers.
Engine Construction and Working
The major parts of a piston engine are
i) Crank case
ii) Crank Shaft
iii) The piston
iv) Sumps
v) Accessory
vi) Gear Box.
vii) Cylinder and Piston.
A. Crankcase (Ref.# 1)
The crankcase is the "body" that holds all of the other engine parts together.
It's the largest part of the engine, but must be designed to be both strong and
light. According to the figure, four legs are casted into the crankcase on the
corners to attach the engine to the lower wing of the aircraft. There are two
main parts to the crankcase, a box-like structure to the right and a curved
structure to the left as viewed from the front of the engine.
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Fig.1 crank case
1. As viewed from the front, the box-like structure to the right of the crankcase holds
the four cylinders.. The combustion chambers are then screwed into the cylinders
from outside the box. The rocker arm struts hold the rocker arms which open the
exhaust valves of the combustion chambers. The box structure also holds the
water used to cool the cylinders in an arrangement called a water jacket.
2. On the top of the box, we see the floor of the carburetor, where gas and air are
mixed on the way to the combustion chambers. As viewed from the front, the
curved section to the left holds the crankshaft which turns the propellers to
produce thrust.
B. Crankshaft:
A main rotating shaft running the length of the engine. The crankshaft is
supported by main bearings. Portions of the shaft are offset to form throws to
which the Connecting rods are attached. As the Pistons move up and down, the
Connecting rods move the crankshaft around. The turning motion of the
crankshaft is transmitted to the Transmission and eventually to the driving
wheels.
C. Sumps:
The sump surrounds the crankshaft. It contains some amount of oil, which
collects in the bottom of the sump (the oil pan). The oil is used to lubricate the
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engine's moving parts. Oil in the sump can surge during hard cornering and
hence starving the oil pump.
D. Accessory Gearbox:
It is the section of the engine that provides mounting pads for the accessory units
such as the fuel pressure pumps, vacuum pumps, oil pumps, fuel injector pumps,
tachometer generators, electric generators, magnetos, starters, hydraulic pumps
and etc.
E. Cylinder: (Ref. # 2)
it is described as the central working part of a reciprocating engine, the space in
which a piston travels. In a multi-cylinder engine, the cylinders usually are
arranged in one of three ways: inline, V or flat (also known as horizontally
opposed or boxer), as shown in the following figures.
Fig.2 -in line engine & v-type engine
The in-line engines have cylinders arranged in a line

in a single bank whereas in the case of v-line
engines they are arranged at two banks set at
different angles to one another. The cylinders may
then be lined with sleeves or liners of some harder
metal,
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F. Piston Assemblies:
In an engine, purpose of a piston is to transfer force from expanding gas in the
cylinder to the crankshaft via a piston rod and/or connecting rod. A piston is
seated inside each cylinder by several metal piston rings which fit around its
outside surface in machined grooves; typically two for compressional sealing and
one to seal the oil .The piston rings make near contact with the hard walls of the
liner, riding on a thin layer of lubricating oil which is essential to keep the engine
from seizing up. A piston can be single or double acting.
G. Fuel System: (Ref.# 3 )

The job of the fuel system is to mix the fuel and air (oxygen) in just the right
proportions for combustion and to distribute the fuel/air mixture to the combustion
chambers. The fuel system of of three main components; a fuel tank and line
mounted on the airframe, a carburetor /fuel injector in which the fuel and air are
mixed, and an intake manifold which distributes the fuel/air mixture to the
combustion chambers.
I. Fuel tank & fuel line:

In the figure, they are colored blue. The tank is mounted high because the gravity
is used to feed the fuel into the engine. Fuel flows through a small metal fuel line
from the tank to the engine. The flow of fuel to the engine is controlled by a fuel
valve located on the fuel line.
II. Carburetor:
The liquid fuel drips into the carburetor, which is a flat, enclosed pan that sits on
the top of the engine. The floor of the carburetor is hot because it sits over the
engine cylinders. Air is drawn into the carburetor, through the air intake, because
of the action of the pistons far downstream. During the intake stroke of the engine,
the piston is pulled into the cylinder, increasing the volume in the combustion
chamber. Fuel and air are pulled through the carburetor and intake manifold to fill
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the increased volume. The combination of air being drawn over the fuel and the
heat of the floor of the carburetor cause the liquid fuel (gasoline) to evaporate.
The gasoline mixes with the air as the gases move through the carburetor, as
indicated by the yellow arrow on the graphic.
Fig.3 –fuel system
H. Fuel Injection:
It is a closed-loop feedback system controlled by an engine management system
that consists of sensors, an electric fuel pump, fuel injectors, fuel tubing, and
valving. Sensors transmit the data to the engine management system to
determine how much fuel should be pumped to the fuel injectors for delivery to
the engine. The major difference between fuel injector and carburetor is that that
fuel injection atomizes the fuel by forcibly pumping it through a small nozzle
under high pressure, while a carburetor relies on low pressure created by intake
air rushing through it to add the fuel to the airstream.
I. Lubrication System:
The lubrication system is described in following steps:
i) The lubrication system is fed by the oil sump that forms the lower
enclosure of the engine. Oil is taken from the sump by a pump, usually of the
gear type, and is passed through a filter and delivered under pressure to a
system of passages or channels drilled through the engine.
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ii) Filtered oil is supplied under pressure to crankshaft and camshaft main
bearings.
iii) Adjacent crank throws are drilled to enable the oil to flow from the supply
at the main bearings to the crankpins. Leaking oil from all of the crankshaft
bearings is sprayed on the cylinder walls, cams, and up into the pistons to
lubricate the piston pins.
J. Ignition Systems: An ignition system is a system for igniting a fuel-air mixture.

Petrol engines are typically ignited by a precisely timed spark. The components
of ignition system are:
I. Spark Plug: The mixture is ignited by an electrical spark from a spark
Plug—the timing of which is very precisely controlled.
II. Ignition Timing:

For reciprocating engines, the point in the cycle at which the fuel-oxidizer
mixture is ignited has a direct effect on the efficiency and output of the
ICE. So at least in gasoline-burning engines, ignition timing is largely a
compromise between an earlier "advanced" spark—which gives greater
efficiency with high octane fuel—and a later "retarded" spark that avoids
detonation with the fuel used. Electric ignition systems may be classified
as magneto, battery-and-coil, and solid-state ignition systems.
K. Supercharging & Turbo charging: (Ref.# 4)

A supercharger is a system which uses a compressor powered by the shaft of
the engine which forces air through the valves of the engine to achieve higher
flow.
The volumetric efficiency (i.e. the cylinder-filling capability) of an engine can be

improved by increasing the density of the fuel/air charge delivered to the cylinders by
compressing the air in the atmospheric intake manifold. This process is supercharging
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and develops more torque at all engine speeds. The compressor is usually a lightweight
centrifugal impeller driven by a gas turbine that utilises the otherwise wasted energy of
the engine exhaust gases. Such a system is a turbine-powered supercharger, usually
described as a turbocharger.
a) The volumetric efficiency (i.e. the cylinder-filling capability) of an engine can be

improved by increasing the density of the fuel/air charge delivered to the
cylinders by compressing the air in the atmospheric intake manifold. This process
is supercharging and develops more torque at all engine speeds. The
compressor is usually a lightweight centrifugal impeller driven by a gas turbine
that utilises the otherwise wasted energy of the engine exhaust gases. Such a
system is a turbine-powered supercharger, usually described as a turbocharger.
b) The diagram plots the power achieved (percentage of rated power) at full throttle,
in ISA standard conditions, for a normally aspirated engine and the turbocharged
version. The turbocharged engine can maintain its rated power from sea-level up
to the 'critical altitude', probably around 6000 or 7000 feet, after which it will
decrease. The waste gate would probably be fully open at sea-level and then
start closing as altitude increases — so that it would be fully closed at, and
above, the critical altitude.
Fig.4 -Turbo charging
L. Operation of a piston engine: (Ref. # 5)

Of the different techniques for recovering the power from the combustion process, the
most important so far has been the Four-Stroke Cycle. The four-stroke cycle is illustrated
in the figure below.
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I. Intake Stroke: With the inlet valve open, the piston first descends on the intake
stroke. An ignitable mixture of gasoline vapour and air is drawn into the cylinder by
the partial vacuum thus created.
II. Compression Stroke: The mixture is compressed as the piston ascends on the
compression stroke with both valves closed. As the end of the stroke is approached,
the charge is ignited by an electric spark and the power stroke follows.
III. Power Stroke: With both valves still closed and the gas pressure, due to the
expansion of the burned gas, pressing on the piston head or crown.
IV. Exhaust Stroke: During the exhaust stroke the ascending piston forces the spent
products of combustion through the open exhaust valve. The cycle then repeats
itself.
Fig.5 -stroke power cycle
M. Layout & components: (Ref.# 6)

The layout of piston engine is illustrated in the figure below .
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Fig.6 -Layout of piston engine
PROPELLER
A propeller is basically a rotating airfoil which consists of two or more blades that are
attached to a central hub mounted on the engine shaft. Each blade of an airplane
propeller acts as a rotating wing, and the power required for rotation of the blades is
provided by the engine. Thus, the propeller converts the rotational power of the engine
into a forward force called thrust. Before beginning a detail discussion about the
propeller, let us examine some basic terms about the propeller blades:
The propeller blades consist of:
 Tip
 Leading edge
 Trailing edge
 Root (also called shank)
 Face
 Back
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http://www.thaitechnics.com/propeller/prop_intro.html
Blade Tip: it is the section on the outer end farthest from the hub
Leading edge: the cutting edge of the airfoil that faces the air. As air hits the blade
it splits up and passes over the blade face and cambered side.
Blade Face: it is the surface of the propeller blade that acts as the lower surface
of the airfoil.
Blade Back: it is the curved surface of the airfoil
Root (shank): it is the section of the blade nearest to the hub
Plane of rotation: It is an imaginary plane perpendicular to the shaft which contains

the circle in which the blades rotate.
*ref # 7
After examining the terms related to propeller it is necessary to study the important
characteristics of the propeller:
Blade angle
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It is the angle between the plane of rotation and chord line of the propeller airfoil
*ref # 8
Angle of Attack
It is the angle between the airfoil chord line and the relative wind. The direction of
relative wind is the resultant of the RPM and airspeed.
http://www.auf.asn.au/groundschool/propeller.html
*ref # 9
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Blade Station
It is a reference position on a blade which is a specified distance from the center of the
hub.
*ref # 10
Pitch & Pitch Distribution
Pitch is the distance that a propeller section will move forward in one complete
revolution. It is measured in inches. Pitch distribution is the gradual twisting in the blade
from root to tip.
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*ref # 11
PROPELLER AERODYNAMICS
When the propeller rotates, it produces lift which causes the aircraft to move forward.
The amount of lift that is produced depends on:
 Airfoil Shape
 Engine RPM
 Angle of attack of propeller blade section
Airfoil Shape
Each blade can be marked at a distance of 1 inch segments, from the centre of the hub
known as the blade stations. When the blade angle is measured for each of these
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stations, the angle near the center of the propeller will be the highest with a gradual
decrease towards the tip.
Each section of a propeller blade moves through the air at a different velocity: the hub
moving slower than the tips. This causes the lift to constantly vary.
This is the reason why the pitch distribution and the change in airfoil shape along the
length of the propeller blade should be maintained.
For example:
Consider three blade sections on the propeller at a distance of 18”, 36” and 48”. The
propeller is rotating at constant 1800 rpm.
The 18” station will move 9.42 ft/revolution (192.7 mph)

The 36” station will move 18.84 ft/revolution (385.4 mph)
The 48”station will move 25.13 ft/revolution (514 mph)
Thus we can see that an airfoil that produces the best lift at 192.7 mph (18”station) will
not be efficient at 514 mph (48”station). Due to this reason the airfoil is gradually
changed throughout the length of the airfoil.
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*ref # 12
Engine RPM & Blade Angle of Attack
The effect of RPM and angle of attack can be explained with the help of an example.
When the aircraft is stationary and no wind is flowing past it, if the engine RPM is 1200
rpm and the blade angle is 20˚ at the 20” station, then since the direction of the relative
wind is opposite to the propeller movement, the angle of attack at that station is also
20˚.
Now, when the aircraft moves forward at 50 mph, the relative wind will now cause an
angle of attack of 0.8˚ at the 20” station.
If we further increase the propeller speed to 1500 rpm the relative wind will now cause
an angle of attack of 4.4˚ at the same station.
*ref # 13
FORCES ACTING ON THE PROPELLER BLADE
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As the propeller rotates many forces interact with each other and cause tension, twisting
and bending stresses within the propeller. Some of them are:
o Centrifugal Force
o Thrust Bending Force
o Torque Bending Force
o Aerodynamic twisting moment
o Centrifugal twisting moment
o Vibration force & critical range
Centrifugal Force
Centrifugal force is a force which tries to pull the blades out of the hub and is caused by
the rotation of the propeller. This force causes the greatest stress on a propeller and the
amount of stress created will be greater than the weight of the propeller blade.
*ref # 14
Thrust bending force
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This force tries to bend the propeller blades forward near the tip. This is because of the
lift, which towards the tip of the blade tries to flex the thin blade sections forward. Thrust
Bending Force opposes the centrifugal force to some extent.
*ref # 15
Torque bending force
This force tends to bend the propeller blades back in the direction that is opposite to the
direction of rotation.
*ref # 16
Aerodynamic Twisting Moment
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This force tends to twist the blade to a higher angle. This is because the axis of rotation
of the blade is at the midpoint of the chord line whereas the center of lift of the blade is
forward of this axis. So, this force tends to increase the blade angle. The aerodynamic
twisting moment is used in some designs to help in feathering the propeller.
*ref # 17
Centrifugal Twisting Moment
The centrifugal twisting moment opposes the aerodynamic twisting moment and tries to
decrease the blade angle. When the propeller is rotating, all the parts tend to move in
the same plane of rotation as the blade centerline so; there is a tendency to decrease
the blade angle. The centrifugal twisting moment is greater than the aerodynamic
twisting moment and is used in some designs to decrease the blade angle.
*ref # 18
Vibration Force & Critical Range
20
As the propeller produce thrust, presence of aerodynamic and mechanical forces cause
vibration of the blades. If this phenomenon is not compensated in the design, then the
vibration can cause excessive flexing in the blades and may even cause sections of the
propeller blade to break off in flight.
The aerodynamic forces cause vibrations at the blade tip due to the effects of transonic
speeds.
Mechanical vibrations which are considered to be more destructive than the

aerodynamic vibrations are caused by power pulses in a piston engine. These power
pulses cause vibration in the propeller blade which might result in metal fatigue and
failure.
*ref # 19
THRUST
To understand how the propeller produces thrust, first consider its motion that is both
rotational and forward.
As can be seen from the figure, each section of the blade moves downward and
forward. The air deflection produced by the angle of attack of the blade causes the
dynamic pressure at the engine side of the blade to be greater than the atmospheric
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pressure. Since the pressure on the engine side of the propeller is greater than the
other side, this pressure difference produces a forward force which is thrust.
The thrust produced by a propeller can also be considered in terms of the mass of air
handled. In this case, thrust is the product of the mass of air handled by the propeller
and the difference between the velocity of the aircraft and the jet velocity
*ref # 20
PROPELLER EFFIEICNCY
Thrust Power Output

Propeller efficiency is =
Engine Power Inpu t
Where:
Thrust power output = thrust x aircraft forward speed

Engine power input = propeller torque x rotational speed
A well designed propeller usually has an efficiency of around 80% when operating in the
best flight profile.
*ref # 21
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TYPES OF PROPELLERS
Propellers are of different types. Some of them are:
 Fixed Pitch
 Two Pitch
 Variable Pitch
 Constant Speed
 Reverse Pitch
Fixed Pitch Propeller
A fixed pitch propeller is a simple propeller whose blade angle cannot be changed
during normal operation. It is found on light, single engine aircrafts.
This type of propeller has its best efficiency at one rotational and forward speed and is
designed to fit to a set of conditions of both the aircraft and engine speeds. If there is
any change in these conditions, then the efficiency of both the propeller and the engine
will be reduced.
*ref # 22
Two Pitch Propellers
A two pitch propeller, also known as ground adjustable propeller is similar to a fixed
pitch propeller in that its blade angle cannot be changed during the flight, but it is made
in such a way that its blade angle can be changed on the ground.
For changing the blade angles of the two pitch propeller, its blades can be rotated in the
hub. The hub is made up of two halves which can be separated slightly so as to loosen
the blades in order to rotate them.
*ref # 23
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Variable Pitch Propellers
A variable pitch propeller also known as a controllable pitch propeller allows the blade
pitch to be changed even when the propeller is rotating. It allows the propeller to change
to a blade angle that will be the best for the particular flight condition.
A variable pitch propeller makes it possible to achieve the desired engine RPM for a
particular flight condition. When an airfoil moves through the air, it produces two forces
that are lift and drag.
When the propeller blade angle is increased, it increases the angle of attack which
produces more lift and drag. When this happens, the horse power required to turn the
propeller at a given RPM is also increased. As the engine is still producing the same
horse power, the propeller slows down. In order to speed up the propeller, the blade
angle has to be decreased. Thus, by increasing or decreasing the blade angle of the
propeller, engine RPM can be controlled.
*ref # 24
Constant Speed Propellers
A constant speed propeller, also known as an automatic propeller is one in which the
control automatically adjusts the pitch without any attention from the operator so as to
maintain the specific engine RPM. When the engine speed increases, the blade angle is
automatically increased by the controls until the required engine RPM has been
reestablished.
*ref # 25
Reverse Pitch
A reverse pitch propeller is a refinement of the constant speed propeller. In such a

propeller, the propeller blades can be rotated to a negative angle so as to produce
reverse thrust. This causes the air to move forward instead of the backward direction
and allows for a short landing roll and improved ground maneuvering.
*ref # 26
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PROPELLER CONTROL
FEATHERING
Feathering is a method by which a propeller can alter the pitch of its blades in order to
minimize resistance to airflow. This mode allows the propeller rotation to be stopped,
without adding excessive drag to the aircraft. Feathering systems comprise of:
 Components similar to the constant speed except with feathering pump,

reservoir, time delay switch and feathering light
 Feathering is controlled by a switch in the cockpit
*ref # 27
BETA CONTROL
This is a process which allows the manual repositioning of the propeller blade angle
beyond the normal low pitch stop. It is used most often in taxiing, where thrust is
manually controlled by adjusting blade angle with the power lever.
Task 2
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The GE enging CF6-50 is used in the boeing 747-200 ,Airbus A300B and McDonnell
Douglas DC-10
Engine construction (Ref. # 28 )
The CF6-50 engine is a dual rotor axial flow turbofan power plant having high bypass
ratio.It consist of 14 stage high pressure compressor is driven by a 2 stage high
pressure turbine and the integrated front fan and low pressure compressor is driven by
a 4 stage low pressure turbine. The annular combustor converts fuel and compressor
discharge air into energy to drive the turbines.The accessory drive system extracts
energy from the high pressure, high speed rotor to drive the engine accessories and the
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engine mounted aircraft accessories. Reverser thrust for braking the aircraft after
landing is supplied by an integrated system which acts simultaneously on the fan and
the turbine exhaust streams.
The CF6-50 engine consist of the following components
Fig.7
Fan Section
The CF6 fan is a large diameter high bypass ratio four-stage axial flow, and front
mounted fan driven by the low pressure turbine.
Frame
The fan frame is a major support structure. It supports the front of the compressor the
fan rotor, fan stator both gearboxes and the forward engine mount.It also provides a
variable bypass valve system that consists of twelve variable bleed valves located
between the struts.
Rotor
The fan rotor has a large diameter (86.4 inches) first stage and three reduced diameter
2, 3, and 4 stages which supercharges the inner portion of the fan flow including all of
the air entering the compressor.
Mid Shaft
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The fan mid-shaft, approximately 124 inches long, connects the fan rotor to the low
pressure turbine rotor. The shaft serves to transmit torque from the turbine rotor to the
fan rotor.
Stator
The fan stator contains fixed stator vanes mounted behind all stages of the rotor. Inlet
guide vanes have been eliminated to reduce inlet noise. Acoustic panels line the fan
casing to further reduce sound levels.
Compressor Section
The inlet guide vanes and first 6 stator stages of the 14-stage compressor have
variable-angle vanes. The major components of the compressor are: compressor rotor
compressor front stator compressor rear stator and the compressor rear frame. A
portion of the fan discharge airflow passes through the compressor. Compression is
progressive as the primary airflow moves from stage to stage through the axial
compressor. The front of the compressor stator is supported by the fan frame, and the
front of the compressor rotor is supported by a bearing in the fan frame. The rear of the
compressor stator is supported by the compressor rear frame, and the rear of the rotor
is supported by 2 bearings in the compressor rear frame.
Combustor Section
The combustor is contained in the extended aft portion of the compressor rear frame.
The combustor, which is of annular design, makes use of film cooling to maintain
relatively cool operating temperatures. The combustor dome contains ports for 2 igniters
and axial swirler cups for 30 fuel nozzles. The axial swirler dome provides uniform
mixing of fuel and air throughout the full operating range of the engine. Both the fuel
nozzles and the igniters are mounted in ports in the compressor rear frame, and extend
into the combustion liner.
Turbine Section
The turbine section consists of both high and low pressure turbine sections. The high
pressure turbine rotor drives the compressor rotor, and is connected to it by a hollow
splined stub-shaft. The high pressure turbine elements are cooled by a continuous flow
of compressor discharge air. The first-stage blades and vanes employ external film and
internal convection and impingement cooling. Second stage vanes incorporate internal
convection and impingement cooling, and second stage blades employ internal
convection cooling. The low pressure turbine section consists of a turbine mainframe a
4-stage turbine rotor stator casings and a turbine rear frame. The low pressure turbine
rotor is connected to the fan rotor by the inner, concentric fan mid shaft.
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Accessory Drive Section
The accessory drive section consists of the inlet gearbox, radial driveshaft, transfer
gearbox, horizontal driveshaft and accessory gearbox. The function of this section is to
extract energy from the high speed rotor to drive the engine mounted accessories, and
to provide a core engine speed signal to the main engine control and the N2
tachometer. The inlet gearbox is located in the forward (A) sump of the engine. The
gearbox extracts energy from the core engine rotor, and transmits the energy to the
radial drive shaft. The radial driveshaft is located in a housing aft of the bottom vertical
strut of the fan frame. The shaft transmits power from the inlet gearbox to the transfer
gearbox. The transfer gearbox, mounted on the bottom of the fan frame, consists of an
enclosed 90-degree bevel gear train. The transfer gearbox functions to change the
direction of the energy from vertical to horizontal or from the radial driveshaft to the
horizontal driveshaft that powers the accessory gearbox. The accessory gearbox is
mounted under the fan frame. Engine and aircraft accessory mounting and drive pads
are provided on both the forward and the rear faces of the gearbox. The engine
accessories mounted on the gearbox are: starter, fuel pump, main engine control, lube
and scavenge pumps, and N2 tachometer. Pads are also provided for mounting the
aircraft hydraulic pumps, constant speed drive, and alternator.
Engine modules (Ref. # 29)
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Fan module
1) Gearbox module
It consist of fan rotor, fan stator, fan midshaft, fan frame, fan casing and inlet
gearbox.
2) High pressure compressor module

It consist of transfer and accessory gear boxes, radial drive shaft, horizontal drive
shaft and GE-supplied accessories.
3) Combustor / high pressure turbine module.

It consist of high pressure compressor rotor and stator and compressor rare
frame
4) Low pressure turbine module.

it consist of combustor , first stage high pressure turbine nozzle, high pressure
turbine rotor and 2nd stage turbine nozzle.
5) Low Pressure turbine module

It consist of mid turbine mid frame, No.5 , No.6 , No. 7 bearings (with respective
inner races ), LPT rotor , LPT stator and turbine.
Power Plant Installation (Ref.# 30)
There are 2 types of power plant installation
1- Wing Mounted Engine

The schematic is shown below for the wing mounted engine.
2- Aft Engine.
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Engine Mounts (Ref. # 31)

Engine mount send the power plant loads to the pylon.
There are 3 types of mount assemblies between the engine and the pylon.
i) The Froward Mount.
ii) The aft mount .
iii) The struts mount.
Forward Mount
It carries most of the vertical and side loads of the power plant. It is attached at the
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fan hub frame of the engine.
32
Fig. 8
Aft mount
It carries the vertical and side loads plus the torsion loads of the power plant
It is attached to the turbine exhaust case structure of the engine.
Strut Mount
they are used to transmit the engine thrust. The right and left struts mounts are attached
to each side of the fan hub frame of the engine.
Engine Cowlings (Ref. # 32)
It is a part of nacelle, which is used for cooling purposes.
Air Intake cowl
The air intake cowl collects and ducts the airflow to the engine fan and core. It is
attached on the front part of the engine by flange.
Fig. 9
Fan Cowls
The fan cowl doors give access to the fan case mounted accessories. They have 2 semi
cylindrical and symmetrical panels, they are latched at their bottom centerline.
Fig. 10
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Cowl Assembly
The cowl assembly is designed to provide consistently uniform and predictable flow
profiles to the combustion liner despite large variations in the inlet flow conditions
caused by normal shifts in compressor discharge profiles.
The result is uniform combustion and therefore even temperature distribution at the
turbine.
The cowl assembly in conjunction with the compressor rear frame serves as diffuser
and distributor for compressor discharge air.
Construction of the cowl assembly consists of a torodial casting with sheet metal rings
butt welded to the casting at the inner and outer cowl walls.
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Strength and stability of the cowl section are provided by 30 struts in cowl casting.
These struts also serve as aerodynamic diffuser elements
This design provides a short overall combustion system and allows the combustor to be
removed and replaced without fuel removal.
Mounting of the combustion liner assembly in the compressor rear frame is

accomplished with 30 equally spaced radial mounting pin located in the forward( low
temperature) section of the cowl assembly.
These radial pins provide positive axial and radial location and assure centering of the
cowl assembly relative to the diffuser passage.
The fuel nozzle heat shield fairs into the mounting pin boss on the cowl casting to form
a single airfoil. This reduces any additional drop ( drag ) losses in the airflow.
Acoustic Panels (Ref. # 33 )

An acoustic, noise-attenuating panel for an aircraft engine nacelle inlet. The panel
includes at least three layers.
(a) a perforated film
(b) a sound attenuating core
(c) a structural layer.
The structural layer has through-holes adapted for receiving fasteners that are
configured to engage structure of an engine nacelle. The structural layer is fabricated, at
least at its ends, of a material sufficiently strong so that when fasteners are engaged in
the through-holes in the layer's ends, the fasteners retain the acoustic panel in a nacelle
inlet under conditions of use. Alternatively, or in addition, the structural layer ends may
be reinforced at the through-holes with reinforcing strips.
Engine starting (Ref.# 34)
The engine starting system provides the means of rotating the engine N2 compressor
on the ground or in flight to a specific percent of rpm at which engine start can occur.
For an in flight start, the system can be energized to supplement a wind milling engine if
required. The starting system also provides a means of motoring the engine on the
ground.
35
Pneumatic power can be obtained from three separate compressed air sources:
 The airplane auxiliary power unit (APU)

 Ground carts
 Crossbreed air from an operating engine
System components for each engine include the starter, start valve, engine ignition and
start control module and the pneumatic ducting. Switches on the engine start panel
control the engine starting system operation.
 auto start switch is pushed to ON,

 ignition is selected
 The start control switch is pulled and the fuel control switch is moved to RUN.
 At 15% N2 the ECU provides ignition (single or both) and fuel.
 Engine fails to light off within 20 seconds, ignition and fuel are shut off and the
engine is motored for 30 seconds.
 Ignition (both) and fuel are then reapplied (2nd attempt).
 If no light off occurs within 15 seconds, ignition and fuel are shut off and the
engine is again motored for 30 seconds.
 If light off does occur the ECU monitors the start up to idle. In the event of a
hot/hung start below starter cutout speed, the ignition and fuel are shutoff and the
engine is motored for six seconds.
 The start fuel schedule is reduced by 7% and another start attempt is made.
Total of three start attempts can be made each time reducing the start fuel
schedule by 7%.
 At 50% N2 the start valve closes. In the event of a hot/hung start above starter
cutout speed the engine start sequence is aborted and the engine is shut down
(no motoring).
 The auto start sequence ends once the engine reaches idle.
36
CONCLUSION
Thus we can conclude the use of propellers, factors affecting their performance and
ways of improving their performance. We also looked at the operation of a simple piston
engine, their components, and ways of improving efficiency.
We also looked at propeller efficiency, the need for feathering propellers, types of
propellers and the suitability of their use in different types of aircrafts.
It also give some information about the Cf6-50 Engine, its construction, how it is
mounted to the pylon of aircraft, different type of mounts which holds the power plant.
Cowlings are part of nacelle by which we use to cool down the engine temperature.
37
Reference
Ref. # 1 http://www.grc.nasa.gov/WWW/K-12/airplane/crankcase.html
Ref. # 2 http://www.britannica.com/EBchecked/topic-art/226592/1387/Four-types-
of-gasoline-engines
Ref. # 3 http://www.grc.nasa.gov/WWW/K-12/airplane/fuelsys.html
Ref.# 4 http://www.auf.asn.au/groundschool/propeller.html
Ref. # 5 http://www.britannica.com/EBchecked/topic/226592/gasoline-
engine/47220/Engine-construction-and-operation
Ref. # 6 http://www.drivegreen.com/Auto_Basics_Engines.htm
Ref # 7 http://www.thaitechnics.com/propeller/prop_intro.html
Ref # 8 Aircraft System & Components by D.F. Garret –Jeppeson Sanderson
Inc.1991 Pg# 220
Ref # 9 http://www.auf.asn.au/groundschool/propeller.html
Inc.1991 Pg# 220
Inc.1991 Pg# 220
Inc.1991 Pg# 220,221
Inc.1991 Pg# 221
Inc.1991 Pg# 222,223
38

Inc.1991 Pg# 222,223
Inc.1991 Pg# 222,223
Inc.1991 Pg# 222,223
Inc.1991 Pg# 222,223
Inc.1991 Pg# 222,223
Ref # 20 http://www.free-online-private-pilot-ground-school.com/propeller-
aerodynamics.html
http://www.thaitechnics.com/propeller/prop_intro.html
Ref # 21 http://www.en.wikipedia.org/Propeller
Inc.1991 Pg# 224
Inc.1991 Pg# 224
Inc.1991 Pg# 224
Ref # 25 http://www.auf.asn.au/groundschool/propeller.html

Inc.1991 Pg# 225
Ref # 27 http://www.aircraft-license.com/demo/17.pdf
Ref # 28 CF6-50 Engine Student Note Book
Ref # 29 CF6-50 Engine Student Note Book (GEK 35650)
Ref # 33 http://www.freepatentsonline.com/7735600.html
39
Ref # 34 Asked Licensed Aircraft Engine Repair Engineer
Fig.1 http://images.google.ae/imgres?imgurl=http://www.grc.nasa.gov/WWW/K-
12/airplane/Images/crankcase.gif&imgrefurl=http://www.grc.nasa.gov/WW
W/K-
12/airplane/crankcase.html&usg=__geyDQ623HaLLKL6rSQ_8_hFJFFs=&
h=532&w=709&sz=36&hl=en&start=1&sig2=lyvHa2ZFM-
oeKUU29Z_Hyg&um=1&tbnid=JviAX3x4cyOo_M:&tbnh=105&tbnw=140&
prev=/images%3Fq%3Dcrankcase%26hl%3Den%26rlz
%3D1R2ACAW_en%26sa%3DN%26um
%3D1&ei=KUsCS4G7Do_47APFo6Fn
Fig.2 http://www.britannica.com/EBchecked/topic-art/226592/1387/Four-types-
of-gasoline-engines
Fig.3 http://www.grc.nasa.gov/WWW/K-12/airplane/fuelsys.html
Fig.4 http://www.auf.asn.au/groundschool/propeller.html
Fig.5 http://www.britannica.com/EBchecked/topic/226592/gasoline-
engine/47220/Engine-construction-and-operation
Fig.6 http://www.drivegreen.com/Auto_Basics_Engines.htm
Fig.7 http://www.tsb.gc.ca/eng/rapports-
reports/aviation/1995/a95h0015/a95h0015.asp
Fig.8 GEK 35650
Fig. 9 http://www.aviationtech.org/services
Fig. 10 http://www.goodrich.com/portal/site/grcom?
GUID=2111f28b463fd110VgnVCM10000068f57eaaRCRD
40

Final Prop Assignment

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Emirates Aviation College

Task 1 Page No.3

Piston Engine Page No.3

Engine construction and Working Page No.3

Fuel system Page No.6

Fuel injection Page No.7

Lubrication system Page No.7

Ignition system Page No.8

Propeller Page No.11

Propeller aerodynamic Page No.14

Propeller control Page No.25

Task 2 Page No.25

Engine construction Page No.26

Engine module Page No.29

Power plant Installation Page No.30

Engine cowling Page No.33

Engine mounts Page No.31

Acoustic panels Page No.35

Engine starting Page No.35

Conclusion Page No.37

Reference Page No.38

This assignment examines the basics of propellers, its performance, components,

Light weight piston engines or reciprocating engines is a heat engine that

The major parts of a piston engine are

Fig.1 crank case

Fig.2 -in line engine & v-type engine

The in-line engines have cylinders arranged in a line

G. Fuel System: (Ref.# 3 )

I. Fuel tank & fuel line:

Fig.3 –fuel system

J. Ignition Systems: An ignition system is a system for igniting a fuel-air mixture.

I. Spark Plug: The mixture is ignited by an electrical spark from a spark

Plug—the timing of which is very precisely controlled.

II. Ignition Timing:

K. Supercharging & Turbo charging: (Ref.# 4)

The volumetric efficiency (i.e. the cylinder-filling capability) of an engine can be

a) The volumetric efficiency (i.e. the cylinder-filling capability) of an engine can be

Fig.4 -Turbo charging

L. Operation of a piston engine: (Ref. # 5)

Fig.5 -stroke power cycle

M. Layout & components: (Ref.# 6)

Fig.6 -Layout of piston engine

The propeller blades consist of:

Blade Back: it is the curved surface of the airfoil

Root (shank): it is the section of the blade nearest to the hub

Plane of rotation: It is an imaginary plane perpendicular to the shaft which contains

Pitch & Pitch Distribution

The 18” station will move 9.42 ft/revolution (192.7 mph)

Engine RPM & Blade Angle of Attack

FORCES ACTING ON THE PROPELLER BLADE

Thrust bending force

Torque bending force

Aerodynamic Twisting Moment

Centrifugal Twisting Moment

Vibration Force & Critical Range

Mechanical vibrations which are considered to be more destructive than the

Thrust Power Output

Thrust power output = thrust x aircraft forward speed

Propellers are of different types. Some of them are:

Fixed Pitch Propeller

Two Pitch Propellers

Variable Pitch Propellers

Constant Speed Propellers