Private Pilot

Airplane Power plant, and Systems

Reviewer

2.10 ENGINE TEMPERATURE

1. Excessively high engine temperature either in the air or on the ground will
cause loss of power, excessive oil consumption, and excessive wear on the internal
engine.
2. An engine is cooled, in part, by circulating oil through the system to reduce
friction and absorb heat from internal engine parts.
3. Engine oil and cylinder head temperatures can exceed their normal operating
range because of (among other causes)
a. Operating with too much power
b. Climbing too steeply (i.e., at too low an airspeed) in hot weather
c. Using fuel that has a lower-than-specified octane rating
d. Operating with too lean a mixture
e. The oil level being too low
4. Excessively high engine temperatures can be reduced by reversing any of the
previous situations, e.g., reducing power, climbing less steeply (increasing airspeed),
using higher octane fuel, enriching the mixture, etc.

2.11 CONSTANT-SPEED PROPELLER

1. The advantage of a constant-speed propeller (also known as controllable-

pitch) is that it permits the pilot to select the blade angle for the most efficient
performance.
2. Constant-speed propeller airplanes have both throttle and propeller controls.
a. The throttle controls power output, which is registered on the manifold
pressure gauge.
b. The propeller control regulates engine revolutions per minute (RPM),
which are registered on the tachometer.
3. To avoid overstressing cylinders, excessively high manifold pressure should
not be used with low RPM settings.

2.12 ENGINE IGNITION SYSTEMS

1. One purpose of the dual-ignition system is to provide for improved engine

performance.
a. The other is increased safety.
2. Loose or broken wires in the ignition system can cause problems.

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 a. EXAMPLE: If the ignition switch is OFF, the magneto may continue
to fire if the ignition switch ground wire is disconnected.
b. If this occurs, the only way to stop the engine is to move the mixture
lever to the idle cut-off position, then have the system checked by a qualified
aviation maintenance technician.

2.13 CARBURETOR ICING

1. Carburetor-equipped engines are more susceptible to icing than fuel-injected

engines.
a. The operating principle of float-type carburetors is the difference in air
pressure between the venturi throat and the air inlet.
b. Fuel-injected engines do not have a carburetor.
2. The first indication of carburetor ice on airplanes with fixed-pitch propellers
and float-type carburetors is a loss of RPM.
3. Carburetor ice is likely to form when outside air temperature is between 20°F
and 70°F and there is high humidity.
4. When carburetor heat is applied to eliminate carburetor ice in an airplane
equipped with a fixed-pitch propeller, there will be a further decrease in RPM (due to
the less dense hot air entering the engine) followed by a gradual increase in RPM as
the ice melts.

2.14 CARBURETOR HEAT

1. Carburetor heat enriches the fuel/air mixture,

a. Because warm air is less dense than cold air.
b. When the air density decreases (because the air is warm), the fuel/air
mixture (ratio) becomes richer since there is less air for the same amount of
fuel.
2. Applying carburetor heat decreases engine output and increases operating
temperature.

2.15 FUEL/AIR MIXTURE

1. At higher altitudes, the fuel/air mixture must be leaned to decrease the fuel
flow in order to compensate for the decreased air density, i.e., to keep the fuel/air
mixture constant.
a. If you descend from high altitudes to lower altitudes without enriching
the mixture, the mixture will become leaner because the air is denser at lower
altitudes.
2. If you are running up your engine at a high-altitude airport, you may eliminate
engine roughness by leaning the mixture,
a. Particularly if the engine runs even worse with carburetor heat, since
warm air further enriches the mixture.

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 3. The definition of “fuel/air ratio” is the ratio between the weight of fuel and
weight of air entering the cylinder.

2.16 ABNORMAL COMBUSTION

1. Detonation occurs when the fuel/air mixture explodes instead of burning

evenly.
2. Detonation is usually caused by using a lower-than-specified grade (octane) of
aviation fuel or by excessive engine temperature.
a. This causes many engine problems including excessive wear and
higher than normal operating temperatures.
3. Lower the nose slightly if you suspect that an engine (with a fixed-pitch
propeller) is detonating during climbout after takeoff. This will increase cooling and
decrease the engine’s workload.
4. Pre-ignition is the uncontrolled firing of the fuel/air charge in advance of the
normal spark ignition.

2.17 AVIATION FUEL PRACTICES

1. Use of the next-higher-than-specified (octane) grade of fuel is better than

using the next-lower-than-specified grade of fuel. This will prevent the possibility of
detonation, or running the engine too hot.
2. Filling the fuel tanks at the end of the day prevents moisture condensation by
eliminating the airspace in the tanks.
3. All fuel strainer drains and fuel tank sumps should be drained before each
flight to make sure there is no water in the fuel system.
4. In an airplane equipped with fuel pumps, the auxiliary electric fuel pump is
used in the event the engine-driven fuel pump fails.

2.18 STARTING THE ENGINE

1. After the engine starts, the throttle should be adjusted for proper RPM and the
engine gauges, especially the oil pressure, checked.
2. When starting an airplane engine by hand, it is extremely important that a
competent pilot be at the controls on the flight deck.

2.19 COLD WEATHER – ATTENTION

During cold weather conditions, special attention is required when performing a preflight
inspection.
a. The crankcase breather lines may become clogged with ice. When the
crankcase vapor cools, it may condense in the breather lines and subsequently freeze,
causing a clogged condition.

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 2.20 ELECTRICAL SYSTEM

1. Most aircraft have either a 14- or 28-volt direct current electrical system.
2. Engine-driven alternators (or generators) supply electrical current to the
electrical system and maintain an electrical charge on the battery.
a. The alternator voltage output should be slightly higher than the battery
voltage to keep the battery charged.
1. EXAMPLE: A 14-volt alternator system would keep a positive
charge on a 12-volt battery.
3. The electrical system is turned on by the master switch, providing electrical
current to all electrical systems except the ignition system.
a. Lights, radios, and electric fuel pumps are examples of equipment that
commonly use the electrical system.
4. An ammeter shows if the alternator is producing an adequate supply of
electrical power and indicates whether the battery is receiving an electrical charge.
a. A positive indication on the ammeter shows the rate of charge on the
battery, while a negative indication means more current is being drawn from
the battery than is being replaced.
5. Alternators provide more electrical power at lower engine RPM than
generators do.
6. Electrical system failure (battery and alternator) usually results in avionics
system failure.