Piston Engine

• An aircraft piston engine is commonly referred as a

reciprocating engine.
• It is an internal combustion engine that uses one or
more reciprocating pistons to convert pressure into a
rotational motion.
• Piston airplanes have one or more piston-powered
engines connected to the propeller, which provide
thrust to move the aircraft on the ground and through
the air.
• Piston powered aircraft most commonly use 100
octane low-leaded fuel and fly at altitudes below
15,000ft.
 Lubrication system
• Aircraft piston engine mainly uses pressure lubrication system.
• The advantages of pressure lubrication system are:
a) Positive introduction of oil to the bearings.
b) Cooling effect caused by the large quantities of oil that can be
pumped, or circulated, through a bearing.
c) Satisfactory lubrication in various attitudes of flight.
• Aircraft engine pressure lubrication systems can be divide as:
Wet sump
Dry sump
• The wet sump system stores oil in a reservoir inside the engine and
after the oil is circulated through the engine, it is returned to the
crankcase based reservoir.
• A dry sump engine, pumps the oil from the engines crankcase to an
external tank that stores the oil and uses a scavenge pump, also
some external tubing, and an external tank to store the oil.
 Lubrication system maintenance practices
• Oil tank
• Oil temperature bulbs
• Pressure and scavenge oil screen
• Oil pressure relief valve
 Adjustment of oil pressure
• An oil pressure regulating valve limits oil pressure to a
predetermined value, depending on the installation.
• This valve is sometimes referred to as a relief valve but its real
function is to regulate the oil pressure at a present pressure level.
• The oil pressure must be sufficiently high to ensure adequate
lubrication of the engine and its accessories at high speeds and
powers.
• This pressure helps ensure that the oil film between the crankshaft
journal and bearing is maintained.
• However, the pressure must not be too high, as leakage and
damage to the oil system may result.
• The oil pressure is generally adjusted by loosening the locknut and
turning the adjusting screw.
• On most aircraft engines, turning the screw clockwise
increases the tension of the spring that holds the relief
valve on its seat and increases the oil pressure;
turning the adjusting screw counterclockwise
decreases the spring tension and lowers the pressure.
• Some engines use washers under the spring that are
either removed or added to adjust the regulating valve
and pressure.
• The oil pressure should be adjusted only after the
engine’s oil is at operating temperature and the
correct viscosity is verified.
• The exact procedure for adjusting the oil pressure and
the factors that vary an oil pressure setting are
included in applicable manufacturer’s instructions.
 Oil filter
• The oil filter used on an aircraft engine is usually one of
four types: Screen, Cuno, Canister, or Spin-on.
• A screen-type filter with its double-walled construction
provides a large filtering area in a compact unit.
• The Cuno oil filter has a cartridge made of disks and
spacers.
• A canister housing filter has a replaceable filter element
that is replaced with rest of the components other than
seals and gaskets being reused.
• Full flow spin-on filters are the most widely used oil
filters for reciprocating engines. Full flow means that all
the oil is normally passed through the filter.
Pressure and Scavenge Oil Screens
• Sludge accumulates on the pressure and scavenges oil
screens during engine operation.
• These screens must be removed, inspected, and
cleaned at the intervals specified by the manufacturer.
• Typical removal procedures include removing the safety devices and
loosening the oil screen housing or cover plate.
• A suitable container should be provided to collect the oil that drains
from the filter housing or cavity.
• The container must be clean so that the oil collected in it can be
examined for foreign particles.
• Any contamination already present in the container gives a false
indication of the engine condition. This could result in a premature
engine removal.
• After the screens are removed, they should be inspected for
contamination and for the presence of metal particles that may indicate
possible engine internal wear, damage, or in extreme cases, engine
failure.
• The screen must be cleaned prior to reinstalling in the engine.
• In some cases, it is necessary to disassemble the filter for inspection and
cleaning.
• The manufacturer’s procedures should be followed when disassembling
and reassembling an oil screen assembly.
• When reinstalling a filter or screen, use new O-rings and gaskets and
tighten the filter housing or cover retaining nuts to the torque value
specified in the applicable maintenance manual.
• Filters should be safetied as required.
 Fuel system
• The purpose of the aircraft fuel system is to
deliver a uniform flow of clean fuel under
constant pressure to the engine under all
operating conditions.
• The reciprocating engine is the internal
combustion engine running on the combustion
of petrol, diesel, Liquefied petroleum gas (LPG)
or compressed natural gas (CNG) and used to
power motor vehicles and engine power plants.
 Fuel Handling
• Fuel companies can provide fuel identification
labels to place next to the fuel tank cap.
• Always confirm that the fuel identification on
the pump matches the appropriate label by the
fuel tank opening.
• Ethanol is a liquid alcohol used either as a main
fuel or blending ingredient in fuel. It was
introduced to reduce the burning of fossil fuels.
• Flight Manuals prohibit the use of Ethanol
because ethanol tends to absorb and combine
with water, a major contaminant of fuel.
 Safety Precautions
• Always remove wire from spark plug before working on the
engine or equipment.
• Do not check for spark with spark plug removed.
• Do not tamper with springs, links or any other parts that may
increase the governed engine speed.
• Do not modify this engine in any way.
• All equipment covers and guards for exposed drive components
should be replaced before starting this engine.
• Ensure that all fuel and oil has been removed from the engine.
• Ensure that all parts are neatly stored in the appropriate containers
as they are removed, otherwise re-assembly of the engine could be
very difficult.
• Carefully follow this guide and ask questions if anything is
unclear.
• Recall that all fasteners (i.e. bolts, nuts, and screws are removed
by turning them in a counter-clockwise direction, and tightened by
turning them in a clockwise direction.)
 Fuel additives
• Fuel-additives are a class of performance modifiers that are
added to gasoline to enhance certain properties and/or to
provide additional properties not present in the gasoline.
• Most of these fuel additives will fall into seven basic
categories:
Gasoline Stabilizers
Fuel-Line Antifreeze
Octane Boosters
Fuel Injector Cleaners
Upper Cylinder Lubricants
Diesel Exhaust Fluid
Anti-Gelling Additives
• Oxygenates
– Alcohols:
• Methanol (MeOH)
• Ethanol (EtOH)
• Isopropyl alcohol (IPA)
• n-butanol (BuOH)
• Gasoline grade t-butanol (GTBA)
– Ethers:
• Methyl tert-butyl ether (MTBE), now outlawed in many states of
the U.S. for road use, mostly because of water contamination.
• Tertiary amyl methyl ether (TAME)
• Tertiary hexyl methyl ether (THEME)
• Ethyl tertiary butyl ether (ETBE)
• Tertiary amyl ethyl ether (TAEE)
• Diisopropyl ether (DIPE)
• Antioxidants, stabilizers
– Butylated hydroxytoluene (BHT)
– 2,4-Dimethyl-6-tert-butylphenol
– 2,6-Di-tert-butylphenol (2,6-DTBP)
– p-Phenylenediamine
– Ethylenediamine
• Antiknock agents
– Tetraethyllead, now banned almost everywhere for causing brain
damage.
– Methylcyclopentadienyl manganese tricarbonyl (MMT) is an extremely
poisonous neurotoxic substance and is fatal if swallowed/inhaled and
will cause a disease similar to Parkinson's called manganism.
– Ferrocene highly toxic
– Toluene
– Isooctane
– Triptane
• Lead scavengers (for leaded gasoline)
– Tricresyl phosphate (TCP) (also an AW additive and EP additive)
– 1,2-Dibromoethane
– 1,2-Dichloroethane
• Fuel dyes, most common:
– Solvent Red 24
– Solvent Red 26
– Solvent Yellow 124
– Solvent Blue 35
• Fuel additives in general
– Ether and other flammable hydrocarbons have been used
extensively as starting fluid for many difficult-to-start
engines, especially diesel engines.
– Nitromethane, or "nitro," is a high-performance racing fuel
– Acetone is a vaporization additive, mainly used
with methanol racing fuel to improve vaporisation at start
up
– Butyl rubber (as polyisobutylene succinimide, detergent to
prevent fouling of diesel fuel injectors)
– Ferrous picrate is used in Diesel fuel to increase fuel
conversion efficiency and reduce emissions.
 Water detection
• Ensure your sample of ‘fuel’ is not, in fact, pure water.
• Holding the sample to the light will allow you to detect small
globules of water sitting on the bottom of the testing vessel.
• Use fuel testing capsules or paste, which are good for
identifying water contamination (If the sample has a cloudy
appearance, there could be a lot of water suspended in the
fuel).
• Make sure the drain vessel is clean before taking a sample.
Hold it to the light and against a white background, and look at
it side-on, rather than from above. You should be able to detect
any debris, and you can also see if the contents are tinted.
• Then smell it. But again, be cautious. Water can carry a fuel
odour if the two have been in contact. Also be aware that
plastic fuel testers can retain the odour of fuel.
• If the sample does test positive for water – or other
contaminants – empty the tester and continue draining until a
clean sample is obtained. Be sure to empty the sample into a
fuel disposal container.
• After you finish sampling, ensure that each drain valve closes securely, to
avoid inadvertent fuel loss.
• If you’re using a portable fuel source, such as a jerry-can, check a sample
from that source before fuelling the aircraft. Truck mounted tanks also need
to be checked regularly for water or other contaminants.
• Water often collects in wrinkles and low points within fuel bladders. If the
aircraft is not on a level surface and water/other contamination is suspected,
move the aircraft to a level surface, and allow the fuel to settle. Then carry
out water/other contamination checks.
• A specific Airworthiness Directive details pre-flight fuel system checks for
specified aircraft types.
• In cold winter conditions, small amounts of water can freeze the drain plug,
rendering it inoperative. It will need to be warmed to drain any water, for
example, by moving your aircraft into the hangar.
 Fuel components
Primary (natural) Secondary
(artificial)
Solid fuels wood, coal, peat, dung, coke, charcoal
etc.
Liquid fuels petroleum diesel, gasoline,
kerosene, LPG, coal tar,
naphtha, ethanol
Gaseous fuels natural gas hydrogen, propane,
methane, coal gas,
water gas, blast
furnace gas, coke
oven gas, CNG
Inspection and maintenance of fuel system and
turbo shooting
• The inspection of a fuel system installation consists
basically of an examination of the system for
conformity to design requirements together with
functional tests to prove correct operation.
• Since there are considerable variations in the fuel
systems used on different aircraft, no attempt has been
made to describe any particular system in detail.
• It is important that the manufacturer’s instructions for
the aircraft concerned be followed when performing
inspection or maintenance functions.
Complete System
• Inspect the entire system for wear, damage, or leaks.
• Make sure that all units are securely attached and properly safetied.
• The drain plugs or valves in the fuel system should be opened to check for the
presence of sediment or water.
• The filter and sump should also be checked for sediment, water, or slime.
• The filters or screens, including those provided for flowmeters and auxiliary
pumps, must be clean and free from corrosion.
• The controls should be checked for freedom of movement, security of locking,
and freedom from damage due to chafing.
• The fuel vents should be checked for correct positioning and freedom from
obstruction; otherwise, fuel flow or pressure fueling may be affected.
• Filler neck drains should be checked for freedom from obstruction.
• If booster pumps are installed, the system should be checked for leaks by
operating the pumps. During this check, the ammeter or load meter should be
read and the readings of all the pumps, where applicable, should be
approximately the same.
Fuel Tanks
• All applicable panels in the aircraft skin or structure
should be removed and the tanks inspected for
corrosion on the external surfaces, for security of
attachment, and for correct adjustment of straps and
slings.
• Check the fittings and connections for leaks or failures.
• Some fuel tanks manufactured of light alloy materials
are provided with inhibitor cartridges to reduce the
corrosive effects of combined leaded fuel and water.
• Where applicable, the cartridge should be inspected and
renewed at the specified periods.
Lines and Fittings
• Be sure that the lines are properly supported and that the nuts and clamps are
securely tightened.
• To tighten hose clamps to the proper torque, use a hose-clamp torque wrench.
If this wrench is not available, tighten the clamp finger-tight plus the number of
turns specified for the hose and clamp.
• If the clamps do not seal at the specified torque, replace the clamps, the hose,
or both.
• After installing a new hose, check the clamps daily and tighten if necessary.
• When this daily check indicates that cold flow has ceased, inspect the clamps at
less frequent intervals.
• Replace the hose if the plys have separated, if there is excessive cold flow, or if
the hose is hard and inflexible.
• Permanent impressions from the clamp and cracks in the tube or cover stock
indicate excessive cold flow.
• Replace any hose that has collapsed at the bends or as a result of misaligned
fittings or lines.
• The hose assembly may be regarded as serviceable, provided the cracks do not
penetrate to the first braid.
Selector Valves
• Rotate selector valves and check for free
operation, excessive backlash, and accurate
pointer indication.
• If the backlash is excessive, check the entire
operating mechanism for worn joints, loose
pins, and broken drive lugs.
• Replace any defective parts.
• Inspect cable control systems for worn or
frayed cables, damaged pulleys, or worn pulley
bearings.
Pumps
During an inspection of booster pumps, check for
the following conditions:
• Proper operation
• Leaks and condition of fuel and electrical
connections
• Wear of motor brushes

Be sure the drain lines are free of traps, bends, or

restrictions. Check the engine-driven pump for leaks
and security of mounting. Check the vent and drain
lines for obstructions.
Main Line Strainers
• Drain water and sediment from the main line
strainer at each preflight inspection.
• Remove and clean the screen at the periods
specified in the airplane maintenance manual.
• Examine the sediment removed from the
housing.
• Particles of rubber are often early warnings of
hose deterioration.
• Check for leaks and damaged gaskets.
Fuel Quantity Gauges
• Check the mechanical gauges for free
movement of the float arm and for proper
synchronization of the pointer with the
position of the float.
• On the electrical and electronic gauges, be sure
that both the indicator and the tank units are
securely mounted and that their electrical
connections are tight.
Fuel Pressure Gauge
• Check the pointer for zero tolerance and
excessive oscillation.
• Check the cover glass for looseness and for
proper range markings.
• Check the lines and connections for leaks.
• Be sure that there is no obstruction in the vent.
• Replace the instrument if it is defective.
Pressure Warning Signal
• Inspect the entire installation for security of
mounting and condition of the electrical, fuel,
and air connections.
• Check the lamp by pressing the test switch to
see that it lights.
• Check the operation by turning the battery
switch on, building up pressure with the
booster pump, and observing the pressure at
which the light goes out.
• If necessary, adjust the contact mechanism.