CONFIDENTIAL M16 – PISTON ENGINE

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MODULE 16
PISTON ENGINE - 1

Content
❖ Fundamental
❖ Engine Performance
❖ Engine Construction
❖ Engine Fuel System
❖ Starting and Ignition System
❖ Induction, Exhaust and Induction
❖ Supercharging - Turbocharging
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16.1 Fundamental
Aircraft require thrust to produce enough speed for the wings
to provide lift or enough thrust to overcome the weight of the
aircraft for vertical takeoff.
For an aircraft to remain in level flight, thrust must be provided
that is equal to and in the opposite direction of the aircraft drag.
This thrust, or propulsive force, is provided by a suitable type of
aircraft heat engine.
All heat engines have in common the ability to convert heat
energy into mechanical energy by the flow of some fluid mass
(generally air) through the engine.
In all cases, the heat energy is released at a point in the cycle
where the working pressure is high relative to atmospheric
pressure.
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Durability and Reliability

Durability and reliability are usually considered identical
factors since it is difficult to mention one without including
the other. An aircraft engine is reliable when it can perform at
the specified ratings in widely varying flight attitudes and in
extreme weather conditions.

Powerplant Selection
Engine specific weight and specific fuel consumption were
discussed in the previous paragraphs, but for certain design
requirements, the final power plant selection may be based
on factors other than those that can be discussed from an
analytical point of view.
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16.2 Engine Performance

Work (W) = Force (F) × Distance (D)

One hp = [ ft-lb per min ] / 33,000

or
[ ft-lb per sec / 550 ]
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Compression Ratio
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The indicated horsepower for a four-stroke cycle engine can

be calculated from the following formula,

Indicated Horse power = PLANK / 33,000

P = Indicated mean effective pressure, in psi

L = Length of the stroke, in feet or in fractions of a foot
A = Area of the piston head or cross-sectional area of the
cylinder, in square inches
N = Number of power strokes per minute: rpm/2
K = Number of cylinders
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Power = Work per revolution × rpm

Work per revolution = 2π × torque

bhp =

bhp =
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16.3 Engine Construction

Crankcase Sections
The foundation of an engine is the crankcase. It contains
the bearings and bearing supports in which the crankshaft
revolves. Besides supporting itself, the crankcase must
provide a tight enclosure for the lubricating oil and must
support various external and internal mechanisms of the
engine. It also provides support for attachment of the
cylinder assemblies, and the power plant to the aircraft.
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Connecting Rods

The connecting rod is the link that transmits forces between

the piston and the crankshaft.
Connecting rods must be strong enough to remain rigid
under load and yet be light enough to reduce the inertia
forces that are produced when the rod and piston stop,
change direction, and start again at the end of each stroke.
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Piston Construction
The majority of aircraft engine pistons are machined from
aluminum alloy forgings. Grooves are machined in the
outside surface of the piston to receive the piston rings,
and cooling fins are provided on the inside of the piston
for greater heat transfer to the engine oil.
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Cylinders and Cylinder Head

The portion of the engine in which the power is developed
is called the cylinder.
The cylinder provides a combustion chamber where the burning
and expansion of gases take place, and it houses the piston
and the connecting rod.
There are four major factors that need to be considered in the
design and construction of the cylinder assembly.
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Cylinders
It must:
❑ Be strong enough to withstand the internal pressures
developed during engine operation.
❑ Be constructed of a lightweight metal to keep down
engine weight.
❑ Have good heat-conducting properties for efficient
cooling.
❑ Be comparatively easy and inexpensive to manufacture,
inspect, and maintain.
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16.4 Engine Fuel System

Fuel System Requirements
The engine fuel system must supply fuel to the engine’s fuel
metering device under all conditions of ground and air
operation. It must function properly at constantly changing
altitudes and in any climate.
The most common fuels are AVGAS for reciprocating engines
and Jet A for turbine engines.
AVGAS is generally either 80 (red) or 100LL (blue) octane.
The LL stands for low lead although it contains four times the
lead of 80 octane AVGAS. Jet A is a kerosene-based fuel that is
clear to straw in color.
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Vapor Lock
All fuel systems should be designed so that vapor lock
cannot take place.
Older gravity-feed systems were more prone to vapor lock.
The fuel system should be free of tendency to vapor lock,
which can result from changes in ground and in-flight
climatic conditions.
Normally, the fuel remains in a liquid state until it is
discharged into the air stream and then instantly changes
to a vapor.
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Fuel/Air Mixtures
The composition of the fuel/air
mixture is described by the
mixture ratio. For example, a
mixture with a ratio of 12 to 1
(12:1) is made up of 12 pounds
of air and 1 pound of fuel. The
ratio is expressed in weight
because the volume of air
varies greatly with temperature
and pressure.
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Carburetion Principles
Application of Venturi Principle to Carburetor
The carburetor is mounted on the engine so that air to the
cylinders passes through the barrel, the part of the carburetor
which contains the venturi. The size and shape of the venturi
depends on the requirements of the engine for which the
carburetor is designed. A carburetor for a high-powered
engine may have one large venturi or several small ones. The
air may flow either up or down the venturi, depending on the
design of the engine and the carburetor.
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16.5 Starting and Ignition System

The magneto, a special type of engine-driven alternate current
(AC) generator, uses a permanent magnet as a source of
energy. By the use of a permanent magnet (basic magnetic
field), coil of wire (concentrated lengths of conductor), and
relative movement of the magnetic field, current is generated
in the wire. At first, the magneto generates electrical power
by the engine rotating the permanent magnet and inducing
a current to flow in the coil windings. As current flows
through the coil windings, it generates its own magnetic
field that surrounds the coil windings.
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Magnetic Flux 3 position

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Direct Cranking Electric Starter

The most widely used starting system on all types of
reciprocating engines utilizes the direct cranking electric
starter. This type of starter provides instant and continual
cranking when energized. The direct cranking electric starter
consists basically of an electric motor,
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16.6 Induction, Exhaust, Cooling System

Reciprocating Engine Induction Systems

The basic induction system of an aircraft reciprocating engine
consists of an air scoop used to collect the inlet air and ducting
that transfers the air to the inlet filter.
The air filter is generally housed in the carburetor heat box or
other housing close by that is attached to the carburetor or fuel
injection controller.
The engine used in light aircraft is usually equipped with
either a carburetor or a fuel-injection system.
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16.6 Induction, Exhaust, Cooling System

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16.7 Super charging / Turbo charging

Supercharged Induction Systems

Since aircraft operate at altitudes where the air pressure is
lower, it is useful to provide a system for compressing the
fuel/air mixture. Some systems are used to normalize the
air pressure entering the engine. These systems are used to
regain the air pressure lost by the increase in altitude.
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16.7 Super charging / Turbo charging

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