ENGINE IGNITION Magneto operation is timed to the
- produces a spark to burn-up the engine so that a spark occurs only
fuel/air mixture in the cylinder. when the piston is on the proper
- Deliver it through an electrode of stroke at a specified number of
the spark plug in each cylinder of crankshaft degrees.
the engine in the correct firing order.
- Enables proper consumption of MAGNETO HAS THREE (3)
the fuel/air mixture inside the CIRCUITS:
combustion chamber. Magnetic Circuit
- Consists of:
Two classifications: Permanent multi-pole (4) rotating
- Magneto - ignition systems magnet
-Full Authority Digital Engine Control Soft iron core
System (FADEC) Pole shoes
Sub-classification: Primary Circuit
-Single magneto ignition system - Consists of:
- dual magneto ignition system Insulated coil
Breaker contact points
Condenser/Capacitor
Secondary Circuit
- Consists of:
Secondary winding of the coil
Distributor rotor
Distributor cap
Ignition lead
MAGNETO - IGNITION SYSTEM Spark plugs
OPERATING PRINCIPLE
- Magneto produces the basic things The primary and secondary coils
needed to generate electrical are encased in non-conducting
power to develop the high voltage material.
that forces a spark to jump across
the spark plug gap in each cylinder.
MAGNETO AND DISTRIBUTOR MAGNETO MOUNTING SYSTEM
VENTING - Flange-mounted magnetos are
- Magneto assembly is subjected to attached to the engine by a flange
sudden changes in temperature. around the driven end of the rotating
Dealing with condensation, moisture shaft of the magneto.
is prevented with venting.
IGNITION STARTING AIDS
If absorbed by the non-conducting - The output of the magneto is
material in the magneto, such as dependent on the speed of
distributor blocks, distributor fingers, rotation of the magnet rotor.
and coil cases, it can create stray
electrical conducting path. - So, the magneto ignition system
generate a weak spark while
IGNITION HARNESS cranking the engine. Therefore,
- Contains an insulated wire for ignition starting aids is utilized.
each spark plug that the magneto is
connected to each cylinder. These devices are:
- Booster coil
- One end of each wire is connected - High-tension retard breaker vibrator
to the distributor block, one Is -Low-tension retard breaker vibrator
connected to the spark plug. -Impulse coupling
IGNITION SWITCHES SPARK PLUGS
- Units in aircraft ignition system are - Conduct a short impulse of high
controlled by an ignition switch. voltage current through the wall of
the combustion chamber.
- Provides an air gap across the
impulse that can produce electric
spark.
SUPERCHARGING AND INTERNALLY DRIVEN
TURBOCHARGING SUPERCHARGER
Supercharging - Major benefit of connecting
- engine driven. supercharger to crankshaft: rapid
Turbocharging response time.
- exhaust gas driven.
- Centrifugal impellers are used
PRINCIPLE AND PURPOSE OF because it provides high level of
SUPERCHARGING compression using a single stage.
- Creates an artificial environment TURBOCHARGERS
for the engine’s induction system. Has three (3) assemblies.
- tricks the engine into thinking that -Turbine assembly
it is operating at a lower altitude. - Compressor assembly
- Bearing and lubrication
Naturally Aspirated Engine
- engine non-equipped with any of Turbocharger mechanical control
the two. Depends solely on can be:
atmospheric pressure. - manipulated directly by the operator
- automatic controllers
Critical Altitude / Service Ceiling 1. Waste gate actuator - is spring
- Is the highest altitude at which loaded and opens the waste
the engine is able to produce gate to reduce compressor
power, rpm, or manifold pressure in rpm.
a standard atmosphere. 2. Opening and closing the oil
valves.
BENEFITS OF FLYING AT HIGH 3. The RPM of the engine.
ALTITUDE:
- Superior mountain flying The turbine nozzle encircles the
-Reduce air frame drag turbine. This nozzle has a
- more cruise altitude options convergent shape. The diffuser
- provide advantage in selecting receives the output from the
desirable winds and weather.
compressor and has a divergent 2 TYPES OF TURBOCHARGING
shape. SYSTEM
1. Continental Automatic
Turbocharging System
2. Lycoming Sea Level
Turbocharging System
LYCOMING CONTROLLERS AND
RELIEF VALVE
1. Density Controller
Turbines
- maintains the density of the
- extract heat energy from the
upper deck air delivered to the fuel
exhaust gases and convert that
metering unit.
energy into rotating force that
drives the compressor.
2. Differential Pressure Controller
- compares the level of upper deck
Compressor
pressure to manifold pressure.
- is a single-stage, centrifugal type
Maintain enough upper deck
compressor.
pressure to approx 2.4”HG to
sustain the power demand of the
Wastegate System
operator.
-are special valves that are used to
control flow of exhaust gases
3. Absolute Pressure Controller
through the turbine section.
- is situated between outlet of the
Can be:
compressor and the inlet of the fuel
Pneumatically actuated
metering unit; bleeds the air in the
- simplest type of actuating
upper deck if it exceeds 2”HG.
system that uses air pressure.
Hydraulically actuated
4. Variable Absolute Pressure
- uses oil.
Controller
Electrically actuated
- Same function to APC, but
- uses FADEC system.
considers the opening of the throttle.
5. Pressure Ratio Controller TYPES OF FRICTION (REDUCING
- Limit upper deck at altitude. Monitor FRICTION)
both the ambient and upper deck 1. Sliding Friction
pressures and prevent - defined as one surface sliding over
turbocharger from boosting upper another surface
deck pressure higher than 2.2 2. Rolling Friction
times the ambient pressure. - when a roller or sphere rolls to
another surface.
6. Manifold Pressure Relief Valve 3. Wiping Friction
- similar to APC. - occurs between two gear teeth
when they engage
7. Rate of Change Controller
- prevents upper deck pressure from CUSHIONING EFFECT (SERVE AS
increasing too rapidly. CUSHION)
- particularly important for connecting
OVERBOOSTING rods and crankshaft which are
- Exceeding manifold pressure limit. subject to shock loading.
Shock loading
OVERSHOOTING - refers to sudden and drastic
- going beyond the desired manifold increase of load. “Hammering
pressure. effect”.
LUBRICANTS ENHANCING SEALING BETWEEN
Functions of Lubricants: PARTS
RSETCSM - forms a seal between the piston
1. Reduce friction and the cylinder wall to prevent
2. Serve as cushion leakage of the gases from the
3. Enhance sealing between parts combustion chamber.
4. Transferring heat for engine
cooling CLEANING THE INTERIOR OF THE
5. Cleaning the inside of the engine ENGINE
6. Serve as hydraulic fluid - cleans the engine by reducing
7. Minimize corrosion abrasive wear by picking up foreign
particles; bringing them to filter.
Oil dispersant Seasonal oil changes allow pilots to
- additive in oil that holds particles use thicker oil for warm weather,
in oil; allowing oil to carry it to the and thinner oil for cold weather.
filter and trap them. Grease is also a petroleum
Soot lubricant. Has higher viscosity in
- made of tiny carbon particles which they stay in place when
created by incomplete combustion. applied.
Synthetic - man-made lubricant
SERVING AS A HYDRAULIC that consists of artificially made
FLUID chemical compounds.
- oil is used in components such as:
Valve lifters TYPES OF ENGINE OILS
Propeller governors Mineral Oils - used in older
Waste gate actuators generation engines
All hydraulically actuated Detergent Oils - formulated to
components scrub the engine during
operation.
TYPES OF LUBRICANTS Ashless Dispersant Oils - does
AVMPS not scrub the interior of the
Animal oil - not used, unable to engine, but keep the small
withstand high temperature. particles in suspension, which
Vegetable oil - rarely used in can be removed during servicing
aircraft engines. periods.
Castor oil (Castrol R40) - made Semi-synthetic oils - combined
from castor bean. with mineral base oils.
Mineral oil - graphite, mica, and Synthetic oils - is a man-made
soapstone are used. Do not oil that outperforms naturally
transfer heat and do not made oil.
cushion shock loads. May be
mixed with liquid lubricant to PROPERTIES OF LUBRICANTS
enhance its performance. VPCFF
Petroleum oil - used in current Viscosity - internal fluid
aircraft power plants. resistance to flow.
Pour point - lowest temperature DRY SUMP OIL SYSTEM
that an oil will flow. - a pressure pump circulates the oil
Cloud point - refers to the through the engine.
temperature that causes the wax - scavenger pumps then return it to
in the oil to become visible. the tank as quickly as it accumulates
Flash point - temperature at in the engine sumps.
which an oil emits sufficient
vapors to form a combustible LUBRICATION SYSTEM FLOW:
mixture. 1. Oil tank
Fire point - refers to temperature 2. Oil line
at which the oil will continuously 3. Oil pump (bypass: oil temp)
flow. 4. Oil filter
Screen - mostly used as suction
OIL GRADE DESIGNATIONS filters.
- Aviation grade 65 equates to SAE Cuno - has a cartridge made of
30 and military AN1065 disks and spacers.
- Aviation grade 80 equates to SAE Canister - has a replaceable
40 and military AN1080 filter element that is replaced
- Aviation grade 100 equates to SAE with the rest of the components.
50 and military AN 1100 Spin-on - most widely used oil
- Aviation grade 120 equates to SAE filters for RE. Uses
60 and military AN1120 resin-impregnated cellulosic
full-pleat media filter element
The higher the grade, the viscous 5. Engine (bypass: oil psi)
the oil. 6. Scavenger pump
7. Oil cooler
LUBRICATION SYSTEM 8. Back to oil tank
Two classifications:
Wet sump - stores oil in a reservoir
inside the engine.
Dry sump - oil is stored in external
tank. Uses scavenge pump.
