unit 1 engines systems instrumentation

7/26/2019 Unit 1 Engines Systems Instrumentation

1/149

Aircraft Engines/related systems

and their instrumentation

Unit 1


2/149

Common Engine Types for Light Aircraft


3/149

The Engine

The Archer III has a Lycoming O-360-A4M Engine

Reciprocating, internal combustion engine

Normally aspirated, horizontally opposed


4/149

Various 360 Cubic Inch Engines


5/149


6/149

Sequence showing even plug

firing of fuel/air mixture


7/149


8/149

4 Cylinder vs. 6 Cylinder crankshafts

(Horizontally Opposed Engines)


9/149


10/149

Direct-drive engine/propellor


11/149


12/149

Typical Turbojet


13/149

Typical Turboprop


14/149

Ignition System


15/149

Ignition System

Provides electrical spark to ignite fuel/air

mixture

Dual magnetos provide electric current

Engine driven and self contained

Advantages of a Dual system: Safety

Improved performance


16/149


17/149


18/149

PREIGNITION

Firing in advance of the spark Hot spot on plug or other part of cylinder

Often precipitated by detonation

Avoid high-power operation with excessively

lean mixture


19/149

DETONATION

Uneven firing of fuel/air mixture due tooverly hot cylinder

Excessively lean mixture at high power leads to

this problem


20/149

Power Instrumentation


21/149

Power measurement

in basic recip. aircraft;

Propeller RPM controlin constant speed prop

aircraft

Use carb heat below

green arc in recip.

aircraft


22/149

Power measurement

in most constant-speed

prop aircraft


23/149


24/149

Fuel Systems


25/149


26/149

Archer Fuel System

The fuel system stores fuel and transfers it tothe engine.

The Archer has a fuel pump system. It relies ona pump to draw fuel from the tanks in thewings.

--total fuel capacity in the Archer: 50 gallons

--usable fuel: 48 gallons (17 to the tabs)

The Archer has integral wing tanks (wet-wingtanks). Some other airplane types have

bladder tanks.


27/149

Archer Fuel SystemThe primary fuel pump is engine driven.

The auxiliary fuel pump (boost pump) is

electrical and is controlled by a switch

on the overhead panel.

A fuel pressure gauge indicates pressurein the fuel lines.


28/149


29/149

Induction System


30/149

*note: 6-cylinder representation


31/149


32/149


33/149


34/149


35/149

Induction system problems


36/149


37/149


38/149

Knowledge of Engines is Power


39/149


40/149

Carburetion vs. Injection

Carburetor advantages:

Cheaper

Easier to maintain

Not as susceptible to vapor lock

Easier to start with a hot engine Disadvantages of Carburetor:

Less even fuel distribution

Susceptible to carb ice

Harder to start in cold weather


41/149

Basic Fuel Injection System


42/149


43/149

Basic Turbo-charging System


44/149

Management of Induction System


45/149


46/149


47/149


48/149

*For the Archer: Best Power is obtained at 100 rich of Peak;

Best economy at Peak EGT


49/149

Engine Cooling and Lubrication


50/149


51/149


52/149

The Oil System


53/149

The Oil System

Four basic functions of engine oil:

Lubricate the engine

Seal engine parts, such as piston rings Clean by carrying off combustion products and

metal

Cool the engine

The minimum for most 4-6 cyl. light aircraft

(including the Archer) is six quarts of oil

The Oil System


54/149

The Oil System

Types of Oil:

Straight mineral oil: used for engine break-in Ashless dispersent oil: normal use oil

Synthetic oil: newest type, good wear

characteristics but can damage enginecomponents if used in engines not specifically

designed for it.


55/149


56/149


57/149

Other Aircraft Systems

Electrical System

Hydraulic System

Environmental System

Deicing/Anti-icing Systems


58/149

Electrical System


59/149

Electrical System

The electrical system provides electrical

power for starting, and other aircraft

electrical equipment

This is done through the battery prior to

engine start, and either the battery or

alternator/generator after engine start


60/149

Electrical SystemA basic electrical system consists of the

following components:

-Alternator or generator

-Battery

-Master and/or battery switch

-Bus bar and fuses or circuit breakers

-Voltage regulator

-Ammeter/Loadmeter

-Lots of wires


61/149


62/149


63/149

Aircraft Batteries

A device composed of one or more cells inwhich electrical energy is stored

Differs from non-rechargeable primary cell

batteries in that it can be recharged


64/149

The alternator/generator

Electrical ground

Electric Device


65/149

Electrical System

The Archer has a 28-Volt electrical system The Battery is 24-Volts

The Alternator is 70 Amps, 28 volts

A Digital Ammeter indicates the load on the

electrical system

The average load with everything on is 32amps

A typical electrical system


66/149


67/149

Archer Electrical Equip Fuel quantity gauges

Oil temp/pressure gauges

Ammeter

Turn coordinator

Hobbs hour meter

Nav equip, comm equip

Standby vacuum pump Clock

Lighting


68/149


69/149


70/149

Electrical Systems: Knowing Whats Watt


71/149


72/149


73/149

Electrical Problems

Alternator Light:


74/149

Electrical Problems

Overload:


75/149


76/149

Circuit Breakers protect the Wiring!


77/149

p g

Shorts allow current to exceed limits of wiring


78/149

Gear/ Hydraulics

Multiplication of Force


79/149


80/149


81/149


82/149

Hydraulic


83/149

Environmental Systems


84/149


85/149


86/149

De-ice/Anti-icing systems

Windshield defrost

Pitot-heat

Note: These are structural ice solutions; Carb-heat is not a structural ice problem!

O h i i


87/149

Other De-icing systems

Pneumatic boots

Windshield heat

Propeller heat


88/149

Flight Instruments


89/149

Fli ht I t t Th B i Si


90/149

Flight Instruments: The Basic SixAirspeed

Indicator

Attitude

IndicatorAltimeter

Vertical

Speed

Indicator

Heading

Indicator

Turn

Coordinator

Suction

Gauge

Clock

Flight Instruments: Pitot-Static System


91/149

Fli ht I t t Ai d I di t


92/149

Flight Instruments: Airspeed Indicator

Flight Instr ments: Airspeed Indicator


93/149




94/149




95/149

Errors most apparent at

lowest and highest airspeeds



96/149



97/149


Flight Instruments: Altimeter


98/149




99/149



100/149




101/149




102/149




103/149



104/149



105/149



106/149

g s u e s: e e



107/149

g



108/149

g



109/149



110/149

g



111/149

g



112/149


113/149

Flight Instruments: Vertical Speed Indicator


114/149

Both the leak and the

direct pressure connect to

the same static source

Flight Instruments: Vacuum/Pressure System


115/149

Flight Instruments: Vacuum Instruments


116/149

Archer Alternate

Vacuum System



117/149



118/149



119/149



120/149



121/149



122/149



123/149



124/149



125/149



126/149

Heading Indicator (D.G) vs. Magnetic Compass


127/149

Flight Instruments: Turn Coordinator


128/149



129/149



130/149



131/149


132/149

Flight Instruments: Magnetic Compass


133/149



134/149

Magnetic Compass Errors/Limitations

O ill i


135/149

Oscillation

Magnetic dip/ Acceleration

Variation

Deviation



136/149



137/149



138/149



139/149

Memory Aids for Compass Errors

Accerlerate


140/149

Accerlerate

North Accel/Decel. Error

Decelerate Amount of lag/lead

South based on rate ofchange



141/149



142/149

Memory Aids for Compass Errors

Behind


143/149

Behind

North Lag/Lead Rule

Ahead Amount of lag/lead

South based on latitude


144/149

Compass Deviation


145/149

With radios on, compass may not read accurately,

so the compass card must be referenced

Archer Glass!


146/149

Glass Cockpits (PFD)


147/149

Glass Cockpits (MFD)


148/149

Glass Cockpits: What makes

them go!

AHRS A i d / li / f


149/149

AHRS: Attitude/slip/rate of turn

G/ADC: Pitot/Static + Temp

GMU: Magnetometer (Heading)

GEA: Engine and Airframe

unit 1 engines systems instrumentation

Documents