ATPL04 Powerplant NPA29

POWERPLANT
ATPL GROUND TRAINING SERIES

Order: 9812
Customer: IFA Training Center E-mail: daniel.teixeira@ifa-training.com
Introduction
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© CAE Oxford Aviation Academy (UK) Limited 2015

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All Rights Reserved

Introduction
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Certain copyright material is reproduced with the permission of the International Civil Aviation Organisation, the
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This text book has been written and published as a reference work to assist students enrolled on an approved
EASA Air Transport Pilot Licence (ATPL) course to prepare themselves for the EASA ATPL theoretical knowledge
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relating to practical flying.
Whilst every effort has been made to ensure the accuracy of the information contained within this book, neither
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preparing for the EASA ATPL (A) theoretical knowledge examinations should not regard this book as a substitute
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Printed in the Czech Republic by Viatech Ltd
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Introduction
Textbook Series
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Introduction
Book Title Subject
1 010 Air Law
2 020 Aircraft General Knowledge 1 Airframes & Systems
Fuselage, Wings & Stabilising Surfaces

Landing Gear
Flight Controls
Hydraulics
Air Systems & Air Conditioning
Anti-icing & De-icing
Fuel Systems
Emergency Equipment
3 020 Aircraft General Knowledge 2 Electrics – Electronics
Direct Current
Alternating Current
4 020 Aircraft General Knowledge 3 Powerplant
Piston Engines
Gas Turbines
5 020 Aircraft General Knowledge 4 Instrumentation
Flight Instruments
Warning & Recording
Automatic Flight Control
Power Plant & System Monitoring Instruments
6 030 Flight Performance & Planning 1 Mass & Balance

Performance
7 030 Flight Performance & Planning 2 Flight Planning & Monitoring
8 040 Human Performance & Limitations
9 050 Meteorology
10 060 Navigation 1 General Navigation
11 060 Navigation 2 Radio Navigation
12 070 Operational Procedures
13 080 Principles of Flight
14 090 Communications VFR Communications

IFR Communications
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Introduction
Contents
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Introduction
ATPL Book 4 Powerplant
Piston Engines
1. Piston Engines - Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Piston Engines - General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
3. Piston Engines - Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
4. Piston Engines - Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
5. Piston Engines - Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
6. Piston Engines - Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
7. Piston Engines - Mixture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
8. Piston Engines - Carburettors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
9. Piston Engines - Icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
10. Piston Engines - Fuel Injection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
11. Piston Engines - Performance and Power Augmentation . . . . . . . . . . . . . . . . . . . 133
12. Piston Engines - Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
Gas Turbines
13. Gas Turbines - Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
14. Gas Turbines - Air Inlets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
15. Gas Turbines - Compressors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225
16. Gas Turbines - Combustion Chambers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245
17. Gas Turbines - The Turbine Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263
18. Gas Turbines - The Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277
19. Gas Turbines - Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 291
20. Gas Turbines - Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 307
21. Gas Turbines - Reverse Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 325
22. Gas Turbines - Gearboxes and Accessory Drives . . . . . . . . . . . . . . . . . . . . . . . . 333
23. Gas Turbines - Ignition Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 341
24. Gas Turbines - Auxiliary Power Units and Engine Starting . . . . . . . . . . . . . . . . . . . 349
25. Gas Turbines - Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 365
26. Gas Turbines - Fuel Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 373
27. Gas Turbines - Bleed Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 389
28. Revision Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401
29. Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 447
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Piston Engines - Introduction
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Terminology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Dynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Bernoulli’s Theorem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
A Venturi Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Constant Mass Flow (The Continuity Equation) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
The Gas Laws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Charles’s Law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
The Combined Gas Laws . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
The Application of the Combined Gas Law . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Diesel Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Terms and Formulae . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
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Introduction
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Man’s early attempt at powered flight was thwarted by the lack of a suitable engine to provide
the necessary power. The steam engine widely in use at the time was heavy and inefficient.
Combustion took place outside of the engine and much of the heat energy produced was
wasted to the atmosphere.
In 1862 Beau de Rochas developed an engine where the combustion process took place inside
the engine, but in 1876 it was Nikolaus Otto who first succeeded in producing a working engine
based on the principle. The principle of operation of the engine is accomplished by inducing a
mixture of air and fuel into a cylinder, which is then compressed by a piston.
The mixture is ignited and the rapid rise in temperature causes the gas pressure in the cylinder
to rise and forces the piston down the cylinder. Linear movement of the piston is converted
into rotary motion by a connecting rod and crankshaft. The burnt gases are then exhausted to
atmosphere. The engine converts heat energy into mechanical energy.
Internal Combustion Engines fall into three main categories, compression ignition engines
(Diesels), two-stroke and four-stroke spark ignition engines and Wankel rotary engines.
These notes cover in detail the construction and operation of the four-stroke engine which is
commonly used in aviation, and generally referred to as the Piston Engine.
Figure 1.1
Figure 1.1
Before we look at the operation and construction of the piston engine an understanding of
the following terms, definitions and theories will be required.
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Terminology
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Force:
A Force is that which, when acting on a body which is free to move, causes it to move, or
conversely, that which stops, or changes the direction of a moving body.
Force is produced when a mass is accelerated. Force = Mass × Acceleration (F = m × a) e.g. A

force moves the piston down the cylinder (Units: newtons or pounds force).
Work:
The Work Done by a force is defined as the product of the Force and the Distance moved in
the direction of the applied force. (Units: joules or foot pounds) e.g. The piston is moved from
the top to the bottom of the cylinder by a force.
Energy:
Energy is the capacity of a body to do work.
Energy comes in many forms: Heat, Light, Chemical, Kinetic, Potential. (Units: joules)
The Law of Conservation of Energy states that: “Energy can be neither created nor destroyed;
only its form may be changed”. The chemical energy of the fuel is converted to heat energy
during combustion in the engine. The engine then converts this to mechanical energy.
Power:
Power is the rate of doing work. Work Done per unit time. (Units joules/second = watts or foot
pound/minute = horsepower) Work is done as the piston moves in the cylinder. It is moved so
many times a minute, and so the power can be measured. The horsepower is a measurement
of power which is equal to 33 000 foot pounds a minute.
Dynamics
Newton’s Laws of Motion deal with the properties of moving objects (or bodies). It is easy to
see a piston or crankshaft move, but air is also a body, and will obey Newton’s Laws. It should
be remembered that air is the working fluid within the engine.
First Law.
“A body will remain at rest or in uniform motion in a straight line unless acted on by an
external force”.
To move a stationary object or to make a moving object change its direction a force must be
applied. The mixture of fuel and air for a piston engine does not want to flow into the cylinder,
a force must make it flow. The piston moving down the cylinder does not want to stop. This
opposition of a body to change its motion or state of rest is called Inertia. Newton’s 1st Law
has no units of measurement. It is a property a body possesses, when stationary or moving.
Newton’s 1st Law is known as the Inertia Law.
Second Law.
“The acceleration of a body from a state of rest, or uniform motion in a straight line, is
proportional to the applied force and inversely proportional to the mass”.
The energy released by the fuel during combustion increases the pressure energy of the air
in the cylinder, and work can be done. The force to move the piston can be controlled by
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changing the pressure in the cylinder. The mass of the piston is accelerated to a velocity. Mass
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× Velocity is defined as Momentum. It is similar to inertia but only applies to moving bodies,
and has units of measurement. kg and metres per second. Newton’s second Law is known as

the Momentum Law.
Third Law.
“For every action there is an equal and opposite reaction”.
Many examples of the application Newton’s third Law can be observed. The recoil of a gun as
the bullet is forced from its barrel, the snaking of a hose as water is forced from its nozzle, and
the operation of the jet engine. Newton’s third Law is known as the Reaction Law.
Thermodynamics:
Is the study of Heat/Pressure energy. (Or the behaviour of gases and vapours under variations
of temperature and pressure).
First Law.
“Heat and Mechanical energy are mutually convertible and the rate of exchange is constant
and can be measured”.
(If two moving surfaces are rubbed together without lubrication, heat will be generated and can
be measured with a temperature gauge. This is Mechanical energy converted into Heat energy,
conversely, when fuel is burned in a piston engine, the Heat energy in the fuel is converted to
Mechanical energy by the action of pistons and crankshaft. This too can be measured.)
Second Law.
“Heat cannot be transferred from a region at a lower temperature to one at a higher
temperature without the expenditure of energy from an external source”.
(Heat will naturally flow from a radiator to the colder atmosphere which surrounds it, but the
expenditure of energy is required to lower the temperature of a refrigerator to a level below
that of the surrounding atmosphere.)
Bernoulli’s Theorem
Daniel Bernoulli, a Swiss scientist (1700-1782), discovered certain properties relating to fluids
in motion. These were expressed in the mathematical statement that the total energy in a
moving fluid or gas is made up of three forms of energy - the energy due to the height or
position (the potential energy), the energy due to pressure, and the energy due to movement
(the kinetic energy) - and that in the streamline flow of an ideal fluid the sum of all these is
constant.
When considering the flow of air the potential energy can be assumed to be constant; the
statement can therefore be modified, for all practical aerodynamic purposes, by saying that
the kinetic energy plus the pressure energy of a smooth flow of air is always constant. Thus,
if the kinetic energy is increased, the pressure energy drops proportionately so as to keep the
total energy constant.
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A Venturi Tube
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A practical application of Bernoulli’s theorem with which the pilot should be familiar is the
Venturi tube, sometimes called a convergent/divergent duct (Figure 1.2) The Venturi tube has
an inlet which narrows to a throat, and an outlet section, relatively longer, which increases in
diameter towards the rear.
Constant Mass Flow (The Continuity Equation)

For a flow of air to remain streamlined the volume passing a given point in unit time (the mass
flow) must remain constant; if a Venturi tube is positioned in such an airstream then, for the air
to remain streamlined, the mass flow through the Venturi must remain constant. Mass Flow is
dependent on the Area × Density × Velocity and is a constant. This is known as the continuity
equation.
To do this and still pass through the reduced cross-section of the throat the speed of flow
through the throat must be increased. In accordance with Bernoulli’s theorem this brings
about an accompanying pressure and temperature drop. The use of Venturi tubes have many
applications in aircraft systems. For example the pressure drop at the throat of the Venturi
forms the basic principle of operation of the carburettor (Chapter 8).
Figure 1.2 A Venturi
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The Gas Laws
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Boyle’s Law states that: “In a gas held at a constant temperature, the volume is inversely
proportional to the pressure.” or:
P × V = K
where P is the absolute pressure of the gas, and V is the volume occupied when the pressure
is P.
Hence the product of the absolute pressure and volume of a given quantity of gas is constant
when the temperature does not change.
Charles’s Law
Charles’s Law, or Gay-Lussac’s Law states that: “If any gas is held at a constant pressure, its
volume is directly proportional to the absolute temperature”.
V
=K
T

The Combined Gas Laws
The Combined Gas Law is a combination of Boyle’s law and Charles’s Law and represents the
relationship between Volume, Pressure and Temperature.
This may be shown as:
P×V
= K, alternatively, where K is the gas constant P × V = K × T
T
P1 × V1 P2 × V2
or =
T1 T2
The Application of the Combined Gas Law

The changes in pressure, volume and temperature within the engine cylinder as the piston
moves between the top and the bottom of its stroke are illustrated in Figure 1.3 overleaf.
These movements are known as the four strokes of an internal combustion engine (where
combustion takes place in the engine cylinder, and not externally as in the case of a steam
engine) as explained in the Otto cycle text which follows, it will be seen that only one useful or
power stroke is available during the cycle which occupies two revolutions of the crankshaft. It
will be appreciated that although the piston moves up and down the cylinder (“strokes”) four
times, there are,in fact, theoretically, five events in the cycle.
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Figure 1.3
Diesel Engines
Historically credit for the design of ‘cold-fuel’ compression-ignition does not lie with Rudolf
Diesel.
In 1891 Herbert Akroyd Stuart invented the ‘cold-fuel’ injection system similar in operation to
modern-day automotive and aero-engine applications pre-dating Diesel’s design.
In 1892 Rudolf Diesel designed and patented a similar engine to Akroyd Stuart’s known as
the ‘hot-bulb’ system where the fuel was introduced to the engine utilizing a compressed-air
delivery which ‘pre-heated’ the fuel allowing an easier start to be achieved.
Thereafter although strictly Akroyd Stuart’s design the compression-ignition engines became
known as ‘Diesels’. Cold-fuel compression-ignition engines were developed further because
they can run faster, weigh less and are simpler to maintain.
Diesel engines for use in aircraft are by no means a new idea. Aero-diesels appeared during
the late 1920s.
The mechanical parts of the diesel engine are similar to those of a conventional gasoline-driven
engine with the exception that diesels reciprocating parts are slightly heavier in order to cope
with higher compression-ratios within.
Recent developments in materials technology, superchargers and design have brought the
diesel to comparable weights with conventional engines and indeed, with even better power/
weight ratios. These developments have given way to recent certified retro-fits being trialled in
the Warrior PA28 and the Cessna 172.
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Terms and Formulae
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Quantity Symbol Standard Units Formula
1 Potential Difference V Volts, V V = IR
2 Current I Amperes, A I = V/R
3 Resistance R Ohms, Ω R = V/I
P = V × I or
4 Power P Watts. W
P = I2R
Newtons, N
5 Force F F = ma
Pounds force, lbf
Kilograms, kg
6 Mass m F = ma
Pounds, lb
7 Density ρ kg/m3 or lb/ft3 ρ = m/V
Newton Metres
8 Moment M M=F ×d
Pounds Feet
9 Velocity v metres/sec ft/sec v = d/t
10 Acceleration a m/sec2 or ft/sec2 a = F/m
Pascals, Pa (N/m2)
11 Pressure P P = F/A
lb/in2
12 Area A m2 or in2 A = F/P
13 Volume m3 or ft3
14 Frequency Hertz, Hz cycles/sec
15 Work Done Joules, J or ft lb Wd = F × d
16 Potential Energy PE Joules, J PE = m × g × h
17 Kinetic Energy Joules, J KE =1/2mv2
Useful work output

18 Efficiency
Total energy input
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Chapter
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Piston Engines - General
Engine Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
The Theoretical Otto Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
The Operation of the Theoretical Otto Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
The Operation of the Practical Otto Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Power to Weight Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Specific Fuel Consumption (SFC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Engine Efficiencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Compression Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Engine Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
The Crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
The Crankshaft (Cranked-shaft) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Connecting Rods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
The Pistons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Cylinder Barrel or Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
The Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Valve Operating Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Valve Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
The Sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
The Carburettor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
The Accessory Housing or Wheelcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
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Engine Layout
The power of an engine can be increased by adding cylinders producing multi-cylinder engines.
2
This is a more efficient way of increasing power than making a single cylinder larger, and also

has the benefit of making the engine run smoother. There are various types of engine design
with regard to cylinder arrangement.
Figure2.1
Figure 2.1 Engine
Engine Layouts
Layouts
The cylinder arrangement selected for a particular engine will depend on the type of cooling
of the engine, the power required, and role of the aircraft. Early aircraft used In-line engines.
These have their cylinders arranged in a straight line, one after the other, they can be liquid or
air-cooled. The air-cooled variants are limited to around six cylinders. Many in-line engines are
inverted, so that the crankshaft is at the top and pistons below. The propeller is driven from the
crankshaft and this arrangement gave greater ground clearance for the propeller.
The V Engine arrangement was used for larger more powerful engines of eight to twelve
cylinders. These engines powered the fighter aircraft of World War 2. Liquid-cooled, the V
arrangement of cylinders could easily be streamlined into the fuselage so reducing drag. The
liquid cooling system however increased weight and complexity of the engine. Like the in-line
engine they could also be inverted.
The Radial Engine gave a large frontal area to the aircraft, but was short in length. The pistons
are arranged radially around a single-throw crank. Although drag was increased the engines
were light, rigid and produced high power.
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Radial engines always have an odd number of cylinders. By placing further rows of cylinders
behind the first produced Double and Triple Bank radials. These engines, although very
powerful, had the disadvantages of being heavy and presenting a large frontal area as they
2
were air-cooled.
Most modern light aircraft use four or six cylinder engines arranged in the Flat/Horizontally
Opposed configuration. This arrangement makes for a short rigid engine, which is easily
streamlined.
The Theoretical Otto Cycle

In the introduction, the basic principle of operation of the piston engine was explained. The
following paragraphs will explain in detail changes to the piston, valves, ignition and state of
the gas throughout the operation. It was stated that the engine works on a four stroke cycle.
A Stroke is defined as the linear distance that the piston moves in the cylinder. When the piston
is at the top of the stroke it is said to be at Top Dead Centre (TDC), and when at the bottom
of the stroke Bottom Dead Centre (BDC).
The piston is connected to a crankshaft. and as the piston moves from TDC to BDC the crankshaft
rotates 180°. The complete cycle taking 720° (4 × 180) The Stroke is equal to Twice the Crank-
throw. Figure 2.2 an engine which has a bore equal to the stroke is known as over-square.
Figure 2.2
Figure 2.2
The internal diameter of the cylinder is called the Bore. These terms are used to explain the
Otto cycle. Piston and valve positions are related to degrees of crankshaft movement, and
position in relation to TDC and BDC.
The four strokes of the Otto cycle are shown in Figure 2.3.
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Figure 2.3 The four strokes of the Otto Cycle
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The Operation of the Theoretical Otto Cycle

The four strokes are:
2
a) Induction
b) Compression
c) Power
d) Exhaust
When the piston is at TDC at the end of the compression stroke an electrical spark is produced
at the spark plug, and ignites the fuel air mixture. It should be appreciated that this does not
result in an explosion of the mixture, but is a controlled burning. This event is called Combustion.
The combustion process takes place with the piston at TDC. The volume in the cylinder at that
moment in time is constant. Combustion is said to take place at Constant Volume.
In the theoretical Otto cycle there are Five Events:
a) Induction
b) Compression
c) Combustion
d) Power
e) Exhaust
These events can be shown graphically by a valve timing diagram - Figure 2.4. The timing
diagram shows the relationship between the events, and degrees of crankshaft rotation. Each
arc between TDC and BDC represents 180° of crankshaft rotation.
Figure 2.4 The theoretical timing diagram for the Otto Cycle
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The Operation of the Practical Otto Cycle

In practice the theoretical cycle proved to be inefficient and it was necessary to modify the
2
times of valve openings and closings and ignition. A typical practical timing diagram is shown

in Figure 2.5 and the reasons for the modified timings are discussed below.
Figure 2.5 A practical valve and ignition timing diagram
The Induction Stroke

Opening the inlet valve before TDC ensures that the valve is fully open early in the induction
stroke, there is then no time-lag between the piston moving down and the mixture flowing
into the cylinder as would otherwise occur due to the inertia of the mixture. The inflowing
mixture can thus keep up with the descending piston.
The momentum of the mixture increases as the induction stroke proceeds, and towards the
end of the stroke, it is such that the gases will continue to flow into the cylinder even though
the piston has passed BDC and is moving upwards slightly. The closing of the inlet valve is
therefore delayed until after BDC when the gas pressure in the cylinder approximately equals
the gas pressure in the induction manifold.
The Compression Stroke

As the piston moves upwards, the inlet valve closes and the gas is compressed. By squeezing the
gas into a smaller space the pressure that it will exert when burnt is proportionally increased.
It should be noted that as the gas is compressed it becomes heated adiabatically, in the same
way that a bicycle pump warms up in action, as well as by conduction from its hot surroundings,
and the pressure consequently rises to a higher value than that to be expected from the
reduction in volume alone.
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Adiabatic
Adiabatic means without loss or gain of heat. With present technology it is not possible to
compress or expand a gas without gain or loss of heat.
2
The Power Stroke

Before the piston reaches TDC on the compression stroke the gas is ignited by a spark, the
momentum of the moving parts carrying the piston past the TDC whilst the flame is spreading.
As the flame spreads through the combustion chamber the intense heat raises the pressure
rapidly to a peak value which is reached when combustion is complete, this coincides with the
piston being at about 10° past TDC.
If the exhaust valve is not opened until BDC the pressure of the gases remaining in the cylinder
would create a back pressure resisting the upward movement of the piston. As the piston
descends on the power stroke, the pressure falls rapidly and by 45° of crank angle after TDC.
is approximately half its peak value, and by 90° of crank angle after TDC. most of the energy
in the gases has been converted into mechanical energy. If the exhaust valve is opened before
BDC the residual pressure will start the first stage of exhaust scavenging, so that by BDC there
will be no back pressure on the piston.
This pressure scavenging does not produce a significant loss of mechanical energy because:
a) There is only a short distance left for downward movement of the piston after the
exhaust valve is opened.
b) Relatively little pressure is still being exerted on the piston by the cooled expanded
gases.
The Exhaust Stroke

Finally the piston moves upward forcing the remaining gases out of the cylinder. The exhaust
valve is left open after TDC to permit the gases to scavenge the cylinder as completely as
possible by their momentum.
About the position of TDC. and BDC, the distance the piston moves is very small compared
to the large angular movement of the crankshaft. This is called the Ineffective Crank Angle -
Figure 2.6. As there is little change in the cylinder volume at these times, the weight of charge
into the cylinder and the exhaust of the burnt gases can be improved by opening the valves
early and closing them late. These changes to the valve timing are named Valve Lead, Valve
Lag and Valve Overlap (see Figure 2.5).
Valve Lead
Is when the valve opens before the theoretical opening time. (Inlet valve opens before TDC,
exhaust valve opens before BDC).
Valve Lag
Is when the valve remains open after the theoretical closing time. (Inlet valve remains opens
after BDC, exhaust valve remains open after TDC).
Valve Overlap
Is a period when both valves are partially open together. During this period the action of the
exhaust gases flowing out of the cylinder tends to reduce the gas pressure in the cylinder below
the gas pressure in the induction manifold. The mixture commences to flow into the area of
low pressure and assists in displacing the remaining burnt gases and by doing so improves the
volumetric efficiency of the engine by inducing a greater weight of charge into the cylinder.
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The valve timing for a particular engine is fixed, and does not vary with engine speed.
Control of power in the piston engine is achieved by varying the quantity of air which enters
2
the cylinder; this in turn will vary the pressure rise during combustion. The pilot controls a valve,
the Throttle to vary the quantity of air.

Figure 2.6 Ineffective crank angle
The variations in pressure within the cylinder during the four strokes can be measured and
indicated graphically by a device which produces an Indicator diagram. The device plots
pressure against volume, and the graph is also known as a PV diagram. This small attachment,
fitted to research and experimental engines, consists basically of a pressure transmitter fitted
into the combustion chamber of the engine, (in a similar manner to a sparking plug), activating
a moving pen which traces cylinder pressure variation against piston position, as shown in
Figure 2.7.
Figure
Figure2.7.
2.7 AAtypical
Typical Indicator
indicator Diagram
diagram
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The indicator diagram is used to plot the maximum pressures obtained, this determines the
shape and the area enclosed by the graph. This area is representative of the work done on the
air and the power produced.
2
Figure 2.9 shows the indicator diagram opened out so that the pressure areas under the curve
can be more easily compared and measured.
The area within the power column represents work done on the piston during the power
stroke and the blue areas represent work done by the piston in compressing the charge and
exhausting the cylinder against back pressure. This results in an average reading of pressure
on the piston during the working cycle being available which is termed the Indicated Mean
Effective Pressure (IMEP).
The pilot is not given a display in the cockpit of the IMEP but what can be displayed is manifold
pressure which is representative of cylinder pressure. This is displayed on the manifold pressure
gauge. Opening the throttle increases manifold pressure and closing the throttle will reduce
it. The Manifold Absolute Pressure gauge (MAP) is normally calibrated to read in inches of
mercury.
Figure 2.8 Manifold absolute pressure gauge
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2
Figure 2.9 An indicator diagram plotted against stroke for simpler calculation of pressure areas
Having found the pressure in the cylinder it is now possible by calculation using the known constants,
area of piston, (bore), distance moved (stroke), number of cylinders and time. To calculate the
INDICATED HORSEPOWER (IHP) of the engine concerned, use the formula:
P×L×A×N×E
IHP =
33 000
where:
P = Indicated Mean Effective Pressure (lb/in2)
L = Length of Stroke (ft)
A = Area of cylinder (in2)
N = The number of cylinders
E = Effective working strokes/min (rpm)
In the introduction, power was defined as the rate of doing work. Work is done when a force
is moved through a distance. A force acts on the piston - (lb) The piston moves through the
distance of the stroke - (ft) It does this so many times a minute. This multiplies out as ft-lb per
minute.
The inventor of the steam engine James Watt calculated that the average horse could move 1lb
a distance of 33 000 ft in 1 minute - (550 ft/lb/second). This is why P L A N E is divided by the
constant of 33 000 and the unit of power referred to as horsepower.
The SI unit of power is the watt, and 750 watts is approximately equal to 1 horsepower.
IHP is only a theoretical value of power. In moving the piston and turning the crankshaft power
is used. This is called Friction Horsepower, (FHP), and must be deducted from the IHP. The
power then left to do useful work (for example driving a propeller) is called Brake Horsepower
(BHP).
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Power to Weight Ratio

Power to Weight Ratio (Specific Power Output) is a comparison of an engine’s power output
2
per unit weight (kW/kg or horsepower/lb) expressed as a ratio.

For example: An engine weighing 1000 lb (450 kg) and producing 250 hp (190 kW) would
produce a power to weight ratio of 0.42 kW/kg, or 0.25 hp/lb.
Specific Fuel Consumption (SFC)

The increase in energy given to the air comes from the heat released by burning the fuel. This
in turn produces power in the engine. The weight of fuel burnt, in lb, for the power produced
BHP in unit time (hours) is called the Specific Fuel Consumption.
Engine designers strive to get as much power as possible from the engine, for the minimum
weight of fuel burnt. During operation a reduction in power for the same weight of fuel burnt,
is defined as an Increase in Specific Fuel Consumption, and a reduction in fuel burnt for the
same, or more power a Decrease in Specific Fuel Consumption.
SFC is affected by engine design and pilot operation of the engine. Since the pilot has no
control over design, correct operation of the engine is essential if performance figures are to
be attained.
Engine Efficiencies
The engine is a machine that converts heat energy into mechanical energy. Sadly there are
losses in this transfer; engine design will try to reduce these losses. As stated previously the IHP
developed in the engine is reduced by FHP, leaving BHP to do useful work.
The term efficiency means simply a comparison of what is got out of a system, with what is put
in to the system. The efficiency of any mechanical device must be less than unity, it is usual to
express it as a ratio.
Mechanical Efficiency
Output × 100% BHP
Efficiency = Thus the mechanical efficiency = × 100%
Input IHP
A typical value of mechanical efficiency would be in the region of 80 - 85%.
Thermal Efficiency
The efficiency at which the heat energy released by the combustion of the fuel is converted to
work done in the engine is known as the Thermal Efficiency.
heat converted into work
Thermal Efficiency = × 100%
heat energy available within the fuel
Engine design and the use of correct fuels increase thermal efficiency. A good value for thermal
efficiency in an internal combustion engine would be 25 - 28%.
As previously stated, air is the working fluid within the engine. Added to this is fuel, so it
is actually a mixture of air and fuel that enters the cylinders. The power of the engine is
determined by the maximum weight of mixture (charge) induced, and the subsequent rise in
pressure during combustion. Due to inertia and factors affecting the density of the mixture, it
is not possible to fill the cylinder completely during the induction stroke.
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Volumetric Efficiency
The ratio of the weight of mixture induced to that which would fill the cylinder under normal
temperatures and pressures is called Volumetric Efficiency.
2
Volumetric weight of mixture actually induced at normal temperatures
= × 100%
Efficiency weight of mixture which could fill cylinder and pressures.
The volumetric efficiency of the engine is indicative of how well the engine is breathing. This
is affected by design, i.e. valve lead, lag and overlap. It is also affected by variables such as,
exhaust back pressure, resistance to flow and the force pushing the mixture into the cylinder.
If the force is the difference in pressure between atmospheric and the cylinder pressure during
induction, the engine is said to be Normally Aspirated.
A normally aspirated engine will have a volumetric efficiency of between 75-85% maximum.
One way to improve the volumetric efficiency and hence power, is to increase the force pushing
the mixture into the cylinder. This is called Supercharging and is covered later in these notes.
Compression Ratio
The work done on the mixture by the piston during the compression stroke depends on the
weight of mixture induced and the pressure that it is raised to. The pressure rise will depend on
the reduction in volume. There are three volumes that need to be considered. They are defined
below and illustrated in Figure 2.10.
Figure
Figure2.9
2.10
Total Volume is the volume above the piston when the piston is at BDC.
Swept Volume is the volume displaced by the piston during a single stroke.
Swept volume = cross-sectional area of the cylinder × the stroke.
Clearance Volume is the volume above the piston crown when the piston is at TDC, this forms
the combustion chamber. Total Volume = Swept Volume + Clearance Volume. The increase in
pressure is called the Compression Ratio of the engine.
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The Compression Ratio is the ratio of the total volume enclosed in the cylinder with piston at
BDC, to the volume at the end of the compression stroke with the piston at TDC.
2
Total Volume
Compression Ratio =
Clearance Volume
EXAMPLE. If the swept volume is equal to 1300 cc, and the clearance volume is equal to 200
cc the compression ratio would be equal to:
Total Volume = Swept Volume + Clearance Volume
Total Volume = 1300 + 200

Total Volume
Compression Ratio =
Clearance Volume
1500
Compression Ratio =
200
Compression Ratio = 7.5 : 1
Note: An increase in compression ratio will result in better fuel utilization (hence greater
Thermal Efficiency) and a higher mean effective pressure provided the correct fuel is used.
This, however, will be at the expense of higher loading on the moving parts due to an increased
working pressure.
Engine Construction
The main components of the engine were stated in the introduction. The following is a more
detailed explanation of the mechanical components and their function.
The Crankcase
The crankcase is usually made in
two halves to make installation
and removal of the crankshaft
easier, it houses the main bearings
for the crankshaft, supports the
cylinders and provides mounting
faces and spigots for the
attachment of the other main
engine casings.
Generally made of light alloy, it

forms a sealed chamber for the
lubricating oil, and is provided
with the means of attaching the
engine to its mounting frame in Vent
the aircraft see Figure 2.11.
A vent to atmosphere is normally Crankcase

provided in order that gas
pressure build-up in the crankcase
Figure
Figure 2.11
2.10
is avoided.
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Crankshaft (Cranked-shaft)
The crankshaft, illustrated in Figure 2.12, converts the reciprocating or linear motion of the
2
pistons into rotary motion, and transmits torque to the propeller, and provides the drive for

accessories. The offset Crank Throw also determines the piston stroke.
Figure 2.12 A four cylinder crankshaft
The Journals, the main part of the shaft, are supported by the main bearings in the crankcase.
The Pistons are attached by the Connecting Rods to the Crank-pin.
The crankshaft often has as many crank throws as there are pistons (four throws for a four
cylinder engine). Oil-ways are drilled through the shaft to transfer the lubricating oil onto the
bearing surfaces. Plain Bearings are used to enable the high reciprocating loads to be carried.
The oil-ways can also be used to carry oil for the operation of a variable pitch Propeller.
The crankshaft is accurately balanced to minimize vibration, however, when a shaft has to
transmit a torque or twisting moment it must flex to some extent and spring back again when
released. If the shaft must have a lot of kinks in it to provide the crank throws, the twisting
moments are hard to resist and perceptible deflection may take place.
In the case of a radial engine, several cylinders may be connected to a single throw, and a
horizontally opposed engine may have only two pistons connected to one crank-pin.
The repeated applications of force to which the crankshaft is subjected may set up oscillations
as the shaft recovers its original shape between power impulses. At certain speeds the impulses
may coincide with the natural vibration period of the shaft and give very rough running even
in an engine which is in good mechanical balance. For these reasons the shafts should be as
short as possible and adequately supported and counter-weighted to minimize these torsional
effects. In any event, many engines have rpm ranges which are prohibited for prolonged use
(Critical rpm) to prevent unnecessary vibration. This is indicated by a Red Arc on the rpm
indicator.
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It was previously stated that increasing the number of cylinders improves the power output
and makes the engine run smoother. This is because there are more power strokes in the 720°
of crankshaft rotation. This is called the Firing Interval. Four cylinders are generally regarded
2
as the minimum number to give reasonable firing interval. The firing interval for any engine
can be found by dividing 720° by the number of cylinders of the engine. i.e. 4 cylinder =180°
and a 6 cylinder engine = 120°.
The crankshaft and cylinder arrangement will also determine the order in which the cylinders
fire. This is called the Firing Order of the engine.
A typical four cylinder engine could have a firing order of 1-3-4-2. The cylinders do not fire
consecutively as this reduces the load and vibration on the crankshaft.
Note: Lycoming firing order is 1-3-2-4.
Connecting Rods
The connecting rods transmit the forces of combustion to the crankshaft; they convert the
linear movement of the pistons into rotary movement of the crankshaft. A connecting rod is
usually made of H section high tensile steel, to combine lightness with the strength necessary
to withstand the compressive and tensile loads imposed as the piston changes direction. The
rod is connected to the crank-pin of the crankshaft by a large circular bearing at the Big End
of the rod.
The Pistons
Generally made of aluminium alloy, the piston forms a sliding plug in the cylinder and transmits
the force of the expanding gases via the connecting rod to the crankshaft. Bosses are formed
to house the Gudgeon Pin which fastens the piston to the Small End of the connecting rod.
Circumferential grooves are machined in the piston to accommodate piston Rings which
provide the means of preventing pressure leakage past the piston in one direction and oil
leakage in the other.
A number of piston rings can

be fitted to a piston. Their
arrangement will vary from
engine to engine, but will
be similar to the following
paragraphs, and Figure 2.13.
The Compression Rings

prevent gas leakage into the
crankcase. They are fitted
into grooves cut into the
upper portion of the piston.
Gas passing down between
the piston and the cylinder
wall forces a compression
ring down in its groove and
outwards against the cylinder Figure 2.13 The piston and associated components
wall. A small amount of gas
will pass the top ring; so a second (and sometimes a third) compression ring is fitted.
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The Scraper Rings or Oil Control Rings prevent excess oil passing into the combustion chamber
and spread the oil evenly around the cylinder bore. They are designed so that the bearing face
is reduced in area and the bearing pressure consequently increased.
2
The rings are generally made of a special grade of cast iron; the rings are sprung against the

cylinder walls.
Cast iron has the ability to retain its elasticity when heated. It also has self-lubricating qualities
due to the graphitic content of the metal. This is desirable because during the power stroke
the walls of the cylinder are exposed to the hot combustion gases, and the thin film of oil is
burned away.
Piston rings which are worn or stuck in their grooves will cause excessive blue smoke (burning
oil) to be ejected from the exhaust pipe.
Cylinder Barrel or Block

Made of alloy steel, the Cylinder resists the pressure of combustion and provides a working
surface for the piston. The cylinders are usually secured to the crankcase by studs and nuts.
One end of the cylinder is sealed by the Cylinder Head, the movable piston sealing the other
end. Figure 2.14
Camshafts
Spark Plug
Valve Springs
Cylinder
Valve Guides
Head
Cylinder Barrel
Valves
Figure 2.13
Figure 2.14
About 30% of the heat generated during combustion is transferred to the cylinders. To cool the
cylinder there are two cooling methods used. Liquid Cooling has jacket around the cylinders to
allow for the flow of a liquid around them and carry the heat away. Air-cooled engines, have
fins machined onto the cylinder to increase the surface area in contact with air, which is used
to dissipate the heat.
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The Cylinder Head

The cylinder head is generally made of aluminium alloy to improve heat dissipation. It seals
2
one end of the cylinder to provide a combustion chamber for the mixture. The cylinder head
accommodates the Valves, Valve Guides and Sparking Plugs, and supports the valve Rocker
Arms. Valve Seats are cut into the cylinder head, which form gas tight seals with the valves.
The cylinder head may be detachable but more commonly it is screwed and shrunk onto the
cylinder.
Valve Guide - guides the valve in a straight path and keeps the valve concentric to its seat.
Usually the valve guide is pressed into the cylinder head.
Valve Seat - ground to form a gas tight seal with the face of the valve, cut at various angles
(30° or 45°).
Valves - inlet and exhaust valves open and close the passages for the induction and scavenging
of the gases. The face of the valve is accurately machined to the same angle as the valve seat.
The valve and seat are then lapped until a full contact is obtained. Exhaust valve stems are
sometimes hollow and partly filled with sodium to assist in cooling. They may be flat, trumpet
or mushroom shape.
Valve Springs - made of special spring steel, to ensure that the valves remain closed except
when operated by the cams. The springs are of the helical coil type, the usual practice being
for two springs to be fitted to each valve, one inside the other.
This provides a Safety Factor and helps to eliminate Valve Bounce. The springs are held
compressed between the cylinder head and the valve spring cap, the latter being located on
the valve stem by split collets.
Valve Operating Gear

The valve operating gear consists of a Camshaft, Figure 2.15, (or camshafts) driven from the
crankshaft at Half Crankshaft Speed regardless of how many cylinders there are, or how they
are arranged.
The camshaft is designed so as to have one Cam Lobe to control the opening of each valve.
The camshaft is driven at half crankshaft speed because each valve is only required to open
and close once per working cycle, that is to say, once every two revolutions of the crankshaft.
The angular position of the lobes on the camshaft of an aircraft engine is fixed, causing the
amount of valve lead, valve lag and valve overlap to remain constant, irrespective of changing
engine speed. The fact that the camshaft is driven by the crankshaft means that valve opening
and closing angles are referred to with respect to crankshaft rotation, not camshaft rotation.
(See valve timing diagrams.)
Valve Clearance
To ensure that the valves close fully, it is necessary for there to be a Valve (or Tappet) Clearance.
This is a small gap measured between the Rocker Pad and the Valve Tip.
The valves are continuously heated by combustion and expand at a greater rate than the rest
of the operating mechanism. As the engine heats up, the small gap, or valve clearance, shown
in Figure 2.15, allows the valve to expand at its own rate.
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2
Figure 2.15 Valve clearance
The valve clearance becomes smaller but the valve still remains shut. The valve clearance is
measured between the rocker pad and the valve tip by feeler gauges and there is provision
made on the rocker arm for the clearance to be adjusted.
Excessive valve clearance will cause the valve to open late and close early. Too little clearance
will have the opposite effect of causing the valves to open early and close late and may even
prevent the valves closing at all, thereby producing an event called Popping back into the
Carburettor. The same effect can be caused by an inlet valve which is sticking in its guide.
Some designs of engine use Hydraulic Tappets. These are self-adjusting and operate with no
clearance and thus there is no tappet noise.
A hydraulic tappet is made in two main parts, one sliding within the other. Oil, which is supplied
under pressure, causes the tappet to lengthen and take up any clearance when the engine is
running.
The Sump
The sump is a casing attached to the base of the crankcase, it collects the lubricating oil after it
has passed through the engine.
With some lubricating systems the sump also acts as the oil reservoir and all the oil is contained
within it. A filter is housed in the sump to trap any debris in the oil, so preventing damage to
the oil pumps.
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The Carburettor
The Carburettor meters the air entering the engine and adds the required amount of fuel as
2
a fine spray under all conditions of engine running. For an aircraft engine the correct mixture
must be supplied regardless of altitude or attitude of the aircraft.
An Injector can be fitted instead of a carburettor on some engines. They are attached to the
base of the crankcase, metal pipes connect the outlet from the carburettor or injector to the
cylinders. This is called the Induction Manifold.
The waste gases after combustion are carried away from the cylinders by the Exhaust System.
The exhaust consists of steel pipes connected to each of the cylinders. The pipes from each
cylinder usually connect up and go into one or two pipes which then carry the hot gases outside
the aircraft to atmosphere.
The Accessory Housing or Wheelcase

For the engine to operate supporting systems are needed, and they may need power to drive
them. Oil Pumps, Fuel Pumps, Superchargers and Magneto Ignition systems are fitted to the
Accessory Housing and driven via gears by the crankshaft.
The housing casing is bolted to the rear of the crankcase which encloses the gear train and
provides mounting pads for the ancillary equipment, Figure 2.16. A Starter Motor can be
connected to the housing to initially rotate the crankshaft and start the cycle of operation.
Figure 2.16 Accessory housing
The accessory housing can also provide the drive to power aircraft systems such as Electrical
Generation, Hydraulics and Pneumatic systems.
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Some engines may also have a Gearbox fitted between the crankshaft and the propeller. This
is a Reduction Gearbox to reduce the speed of propeller rotation. For the propeller to operate
efficiently a comparatively low speed is required. For the engine to develop its full power, it
2
must turn at high speed. So that the engine and the propeller can both operate efficiently the

reduction gearbox may be required. Two typical types of reduction gearing are Spur Gear and
Planetary Gears. The lower powered engines have the propeller connected directly onto the
crankshaft. These are called Direct Drive engines.
Aero-engines are classified by Cylinder Arrangement, Type of Drive, Direction of Rotation,

Cylinder Capacity, Cooling Method, Fuel System Type and whether they are supercharge or
normally aspirated.
An example of light aircraft engine is depicted below.
Figure 2.17
Figure 2.17 shows the Textron Lycoming model AEIO 540 L1B5. The model number is used to
define the engine.
AE Aerobatic Engine.
I Injected Fuel System
O Horizontally opposed Cylinder Arrangement.
540 Cylinder displacement = 540 cubic inches.
L Left hand Rotation.
1B5 Modifications from basic model.
This type of model numbering system is used by most manufacturers. If the letters G and S
were included it would imply the engine was geared and supercharged.
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2 Questions
Questions
1. The temperature of the gases within the cylinder of a four-stroke engine during the
2
power stroke will:

Questions
a. be constant
b. decrease
c. increase
d. follow Charles’s Law
2. The number of revolutions of the crankshaft required to complete a full cycle in a

four-stroke engine is:
a. 6
b. 4
c. 2
d. 8
3. The inlet valve opens before TDC in the exhaust stroke to:
a. increase the pressure in the cylinder on completion of the induction stroke.

b. reduce engine vibration
c. allow the incoming mixture to mix with a certain proportion of the exhaust
gases
d. induce a greater amount of mixture into the cylinder
4. The correct working cycle of a four-stroke engine is:
a. exhaust, power, induction, compression

b. compression, power, exhaust, induction
c. induction, power, compression, exhaust
d. power, exhaust, compression, induction
5. Valve overlap is incorporated in the valve timing of a piston engine to:
a. improve volumetric efficiency

b. reduce wear on the big end bearings
c. increase the engines compression ratio
d. prevent a weak cut when the engine is accelerated rapidly
6. With an increase in the rotational speed of a four-stroke engine, the valve overlap:
a. increases
b. decreases
c. remains constant
d. increases up to ground idle and thereafter decreases
7. In a normally aspirated engine, exhaust back pressure:
a. decreases as an aircraft climbs and thereby reduces the rate of decline of the
engine power output
b. increases as an aircraft climbs and thereby reduces the engine power output
c. is affected by the power lever position
d. decreases as an aircraft descends and thereby improves the engine power
output
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Questions
2
8. When the spark ignites the mixture:
a. the explosion pushes the piston down
2
b. the mixture changes from rich to weak forward of the flame front
c. complete combustion occurs within 8 to 10 microseconds
Questions
d. temperature and pressure increase within the cylinder
9. If the volume of a quantity of gas is halved during compression:
a. its pressure is approximately doubled

b. its temperature remains constant
c. its mass is approximately doubled
d. its pressure is approximately halved
10. The term Indicated Mean Effective Pressure refers to:
a. the maximum working pressure in the engine cylinder

b. the average pressure within the cylinder during the four cycles
c. the pressure achieved during compression
d. the minimum working pressure applied to the piston during the cycle
11. The degrees of rotation to complete a full cycle on a nine cylinder engine will be:
a. 180
b. 360
c. 720
d. 80
12. The firing interval of a six cylinder horizontally opposed engine will be:
a. 180
b. 120
c. 60
d. 360
13. Which of the following statements would be correct for a double banked radial
engine?
a. There will always be an odd number of cylinders

b. Radial engines are generally liquid-cooled
c. The linear distance from TDC to BDC will accommodate two throws
d. Radial engines cannot suffer from hydraulicing
14. On a four cylinder engine with a total volume of 9600 cc, bore area of 100 cm² and
a crank throw of 10 cm, what would the Compression Ratio be?
a. 7:1
b. 8:1
c. 24:1
d. 6:1
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2 Questions
15. With an increase in outside air temperature, specific fuel consumption will:
a. increase
2
b. decrease
c. stay the same
Questions
d. stay the same for all temperatures up to and including 15°C and thereafter
increase
16. Combustion, in a four-stroke engine, theoretically occurs at:
a. a constant pressure
b. a constant temperature
c. a constant volume
d. a constant velocity
17. In a convergent duct:
a. the pressure and velocity increase, the temperature decreases

b. the pressure and temperature decrease, the velocity increases
c. the temperature and velocity increase, the pressure decreases
d. the pressure and velocity remain constant, the temperature decreases
18. During the compression stroke:
a. the temperature of the gases remains constant

b. the volume of the gases increases
c. the mass of the mixture decreases
d. the mass of the mixture remains constant
19. From Top Dead Centre (TDC) to Bottom Dead Centre (BDC) on the practical power
stroke:
a. the temperature of the gases rises for a short time then decreases
b. the pressure of the gases remains constant
c. the temperature of the gases decreases from TDC to BDC
d. the density of the gas remains constant
20. In a divergent duct:
a. the velocity and temperature increase, the pressure decreases

b. the temperature and pressure increase, the velocity decreases
c. the temperature and pressure decrease, the velocity increases
d. the velocity and temperature decrease, the pressure increases
21. During the induction stroke:
a. the mixture becomes weaker

b. the volume of the gases becomes smaller
c. the temperature of the gases reduces
d. the pressure of the gases increases
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2
22. Ideally, maximum pressure is attained within the cylinder:
a. when combustion is complete
2
b. at the end of the compression stroke
c. during the period of valve overlap
Questions
d. when combustion temperature is at a minimum
23. The power output of an internal combustion engine:
a. is proportional to the volume of mixture induced into the cylinder

b. increases with increased humidity
c. falls as the charge temperature falls
d. is proportional to the weight of the mixture induced into the cylinder
24. During the period of valve overlap:
a. the action of the exhaust gases flowing past the exhaust valve increases the
pressure within the cylinder
b. the temperature of the exhaust gases increases the mass of incoming mixture
c. the action of the exhaust gases flowing out past the exhaust valve tends to
reduce the pressure in the cylinder
d. the crankshaft is moving past Bottom Dead Centre
25. The power output of an internal combustion engine can be increased by:
a. increasing the area of the cylinder

b. increasing the length of the stroke
c. increasing the engine rpm
d. all of the above
Engine Components
26. Valve Overlap is:
a. the number of degrees of camshaft rotation during which the inlet and
exhaust valves are open at the same time
b. the number of degrees of crankshaft movement during which the inlet and
exhaust valves are open at the same time
c. the distance the piston travels while the inlet valve remains open after BDC
d. the number of degrees of crankshaft rotation during which the inlet and
exhaust valves are open at the same time around BDC
27. The purpose of a valve spring is to:
a. close the valve

b. cause a snap opening of the valve
c. allow the valve timing to vary with changing rpm
d. maintain the valve clearance within tolerance
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28. Excessive blue smoke from the exhaust of an engine that has been warmed up to
normal operating temperature may indicate that:
2
a. the mixture is too rich

b. the oil pressure relief valve has stuck in the open position
Questions
c. the piston rings are worn or stuck in their grooves

d. the oil pressure is too low
29. The camshaft of a horizontally opposed four-stroke engine rotates at:
a. twice engine speed

b. engine speed
c. twice magneto speed
d. half engine speed
30. A reduction gear is fitted:
a. between the camshaft and the propeller

b. between the pushrods and the valves
c. between the crankshaft and propeller
d. between the connecting rod and the crankshaft
31. Prolonged use of low rpm could cause contamination of the:
a. oil filter
b. spark plug
c. carburretor
d. oil pump
32. If the Starter Engaged Light remains on after engine start, you should:
a. shut the engine down immediately

b. ignore it if it remains on for longer than 30 seconds
c. shut the engine down if the light remains on for more than 30 seconds
d. shut the engine down if the light remains on for more than 60 seconds
33. The crankshaft of typical in-line four cylinder aircraft engine:
a. rotates at half the speed of the camshaft

b. will have the crank throws spaced 90 degrees apart
c. allows a firing order of 1-3-4-2
d. will not flex or twist
34. Two valve springs are fitted to each valve:
a. to minimize camshaft wear

b. to allow a greater cam rise
c. to prevent valve rotation
d. to reduce valve bounce
35. Excessive valve clearance:
a. will prevent the valve closing completely

b. is eliminated when the engine reaches working temperature
c. will cause the valve to open early and close late
d. will cause the valve to open late and close early
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36. Valve lead occurs when:
a. the inlet valve opens before bottom dead centre
2
b. the exhaust valve opens before the inlet valve
c. the exhaust valve opens before top dead centre
Questions
d. the inlet valve opens before top dead centre and the exhaust valve opens
before bottom dead centre
37. Insufficient tappet clearance at the inlet valve would cause:
a. the valve to open early and close late

b. the valve to open late and close early
c. the mixture in that cylinder to be weak
d. misfiring
38. The length of the stroke is:
a. equal to the length of the cylinder

b. determined by the size of the piston
c. equivalent to twice the crank throw
d. inversely proportional to the engine power output
39. Tappet clearance is measured between the:
a. push rod and the valve tip

b. valve tip and the rocker pad
c. valve spring and the rocker pad
d. valve tip and the rocker cover
40. The number of revolutions required to complete the induction and compression
stroke in a six cylinder four-stroke engine is:
a. 1
b. 2
c. 6
d. 4
41. The purpose of a crankcase breather is to:
a. maintain the oil tank pressure at atmospheric

b. prevent distortion of the crankcase
c. allow the oil to breathe
d. prevent pressure building up inside the crankcase
42. Tappet clearance is provided in a piston engine to:
a. adjust the valve timing

b. allow for expansion of the valve gear as the engine warms up
c. allow for manufacturing tolerances
d. prevent valve bounce
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2 Questions
43. Piston rings are manufactured from cast iron:
a. because it has a negative coefficient of expansion

2
b. to take advantage of its extreme malleability

c. because of its self-lubricating qualities
Questions
d. to take advantage of its brittleness
44. The exhaust valves:
a. are opened directly by the action of push rods which are in turn operated by
cams on the crankshaft
b. are less affected by the heat of combustion than the inlet valves
c. are opened by the valve springs and closed by the rocker gear
d. sometimes have their stems partly filled with sodium to assist cooling
45. Hydraulic valve tappets are used on some engines to:
a. eliminate valve bounce

b. eliminate constant valve adjustment and checks
c. give a more positive closing action
d. give a more positive opening action
Terms and Definitions

46. The swept volume of a cylinder is:
a. the area of the bore × the stroke

b. the area of the cylinder cross section × the cylinder length
c. half of the clearance volume
d. the total volume + the piston volume
47. The thermal efficiency of a piston engine can be increased by:
a. increasing the rpm

b. increasing the combustion chamber volume
c. advancing the ignition point into the direction of rotation
d. increasing the compression ratio
48. A normally aspirated engine is one which:
a. has four cylinders

b. is not supercharged
c. is never air-cooled
d. is all of the above
49. The Compression Ratio of an engine may be defined as the:
a. swept volume + clearance volume ÷ swept volume

b. swept volume + clearance volume ÷ clearance volume
c. total volume - clearance volume ÷ clearance volume
d. swept volume ÷ (swept volume + clearance volume)
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50. An engine has a total volume of 2100 cm3 and a swept volume of 1800 cm3. Its
compression ratio is:
2
a. 7:6
b. 6:1
Questions
c. 7:1
d. 6:7
51. Volumetric efficiency may be defined as:
a. the ratio of the volume of the mixture drawn into the cylinder during normal
engine working, to the volume of the mixture which would be required to fill
the cylinder under normal temperatures and pressures
b. the ratio of the volume of air and the volume of fuel drawn into the cylinder
c. the ratio of the volume of one of the cylinders to the volume of all of the
cylinders in the engine
d. the efficiency with which the air and fuel mix together in the cylinder
52. The ratio of the power produced by an engine to the power available in the fuel is
known as the:
a. specific fuel consumption

b. indicated horsepower
c. volumetric efficiency
d. thermal efficiency
53. Specific Fuel Consumption (SFC)
a. is the inability of the internal combustion engine to use any fuel other than
that specified by the manufacturer
b. becomes greater as the efficiency of the engine improves
c. is the weight of fuel used by an engine per unit horsepower per unit time
d. increases in proportion to the thermal efficiency
54. Brake Horsepower is:
a. theoretical power in the cylinder

b. useful power at the propeller
c. power lost in the engine
d. power required to slow the aircraft down
55. A method of improving Volumetric Efficiency is:
a. valve overlap
b. the use of carburettor heat
c. weakening the mixture
d. to make the mixture richer
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2 Answers
Answers
2
1 2 3 4 5 6 7 8 9 10 11 12
b c d b a c a d a b c b
Answers
13 14 15 16 17 18 19 20 21 22 23 24
c d a c b d a b c a d c
25 26 27 28 29 30 31 32 33 34 35 36
d b a c d c b a c d d d
37 38 39 40 41 42 43 44 45 46 47 48
a c b a d b c d b a d b
49 50 51 52 53 54 55
b c a d c b a
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Chapter
3
Piston Engines - Lubrication
Function of the Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

The Wet and Dry Sump Lubricating Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
The Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
The Suction Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
The Pressure Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
The Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
The Pressure Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
The Scavenge Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Lubrication Monitoring Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Viscosity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Viscosity Grade Numbering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Types of Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Operational Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
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3 Piston Engines - Lubrication

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Function of the Lubrication System

The components that make up a piston engine are subjected to high loads, high temperatures,
and high speeds. The component parts are generally made of metals, and as the moving parts
3
of the engine slide against each other, there is a resistance to their movement. This is called
Friction.

The friction will increase as the load, temperature and speed increases, the movement of the
components also produces Wear which is the loss or destruction of the metal components.
Both friction and wear can be reduced by preventing the moving surfaces coming into contact
by separating them with a material/substance which has lower frictional properties than the
component parts. This is referred to as a Lubricant.
A lubricant can come in many forms. Greases, powders and some solid materials. However it is
in the form of Oils with which this chapter will concentrate on. The oil can be forced between
the moving parts, called Pressure Lubrication or the components can be Splash Lubricated.
The Primary task of the lubrication system of the engine is to Reduce Friction and component
Wear, it also has a number of secondary functions. Of these perhaps the most important is the
task of Cooling. The flow of oil through the engine helps to dissipate the heat away from the
internal components of the engine.
As the oil flows through the engine it also carries away the by-products of the combustion
process and cleans the engine. The internal metal components are protected against Corrosion
by the oil, which also acts a Hydraulic Medium reducing the shock loads between crankshaft
and bearing and so reducing vibration. The oil can provide the power source for the operation
of a hydraulic variable pitch propeller.
The oil system can be used to give an indication of the power being developed by the engine,
and its condition. The oil system’s use as an Indicating Medium is of great importance to the
pilot as it can give an early warning of mechanical failure or loss of power.
It should be remembered that an increase in friction will cause an increase in Friction Horsepower,
and therefore a reduction in the Brake Horse Power developed by the engine.
The Reduction in Friction and Wear by the lubricant is of prime importance, but the secondary
functions of Cooling, Cleaning, Protection, Hydraulic and Indicating Mediums should not be
ignored.
The Wet and Dry Sump Lubricating Systems

There are two lubrication systems in common use, these are the Wet Sump and Dry Sump
systems. The system used is normally dependant on the power output of the engine, and role
of the aircraft. The principle of lubrication of the engine is the same whichever system is used,
the principle difference between the two systems being the method used to store the supply
of oil.
Most light, non-aerobatic aircraft engines use the Wet Sump system. In this system the oil is
stored in the bottom or sump of the engine. This simplifies construction but has a number of
disadvantages:
a) Lubrication difficulties arise during manoeuvres. The oil enters the crankcase, is flung
around by the revolving shafts with possible over-oiling of the engine, inverted flight
being particularly hazardous.
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b) The temperature of the oil is more difficult to control as it is stored within the hot
engine casing.
c) The oil becomes contaminated and oxidizes more easily because of the continual
contact of the oil with hot engine.
3
d) The oil supply is limited by the sump capacity.
The Dry Sump system overcomes the above problems by storing the oil in a remotely mounted
Tank.
As previously stated the principle of oil supply is the same for both systems. A Pressure Pump
circulates the oil through the engine, and so lubricates the moving parts. In a dry sump system,
Scavenge Pumps then return the oil to the tank to prevent the engine sumps flooding.
The arrangement of the oil systems in different aircraft engines varies widely, however the
functions of all such systems are the same. A study of one system will clarify the general
operation and maintenance requirements of other systems.
The principal units in a typical reciprocating engine oil system includes an Oil Tank (dry sump),
Oil Filters, Pressure and Scavenge Pump, Oil Cooler (radiator), an Oil Pressure and Oil
Temperature Gauge, plus the necessary interconnecting oil lines, which are all shown in the
Figure 3.1 This shows a dry sump system, for a wet sump system the oil tank is not used, and
there is a single pump, the pressure pump.
The following paragraphs state the function of the main components of the system.
Figure 3.1 Dry sump lubrication
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The Oil Tank

Oil tanks are made of sheet metal, suitably baffled and strengthened internally to prevent
damage due to the oil surging during manoeuvres.
3
The tank is placed wherever possible at a higher level than the engine to give a gravity feed to

the pressure pump, and forms a reservoir of oil large enough for the engine’s requirements,
plus an air space. The air space allows for:
a) The increased oil return when starting the engine. When the engine is stopped after a
previous run, the walls of the crankcase are saturated with oil which will drain into the
sump. The oil will remain there until the engine is started, when the scavenge pump
will return it to the tank.
b) The expansion of the oil, and therefore its greater volume as the oil absorbs heat from
the bearings
c) ‘Frothing’ due to aeration of the oil.
d) The displacement of oil from the variable pitch propeller and other automatic controlling
devices.
The hot pot (hot well) forms a separate compartment within the tank. Its purpose is to reduce
the time taken to raise the temperature of the oil when starting the engine from cold by
restricting the quantity of oil in circulation when the oil is cold and viscous.
The hot pot consists of a cylinder of metal fitted above the oil outlet to the engine, thus the oil
must be inside the hot pot to be able to reach the pressure pump. When starting, the level of
oil in the hot pot drops, uncovering a ring of small diameter ports. These ports offer a great
resistance to the flow of cold thick oil so that very little passes to the inside of the hot pot. The
oil is returned from the engine to the inside of the hot pot and is recirculated.
As the hot oil is returned to the tank some of its heat raises the temperature of the walls of
the hot pot. The oil in the immediate vicinity is heated and thins so that the ports offer less
resistance to the flow of the thinner oil, and progressively more and more oil is brought into
circulation. The oil is filtered by the suction filter before passing to the pressure pump.
When feathering propellers are fitted, the lower ring of feed ports to the hot pot are placed
above the bottom of the tank, this provides a feathering reserve of oil even if the main tank
has been emptied through the normal outlet, as would occur if the main feed pipeline was to
develop a leak or completely fail.
The scavenge oil returning to the tank is passed by an internal pipeline over a de-aerator plate
to the inside of the hot pot. The plate separates the air from the oil to reduce frothing. The
tank is vented through the crankcase breather to prevent oil losses during excessive frothing
conditions.
The Suction Filter

A coarse wire mesh filter is fitted between the tank and pressure pump. It is designed to
remove large solid particles from the oil before it enters the pressure pump and so prevent
damage.
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The Pressure Pump

The pump consists of two deep toothed spur
gears rotating in a close fitting pump casing
3
driven via the accessory housing. Oil is carried

either side of the casing in the space between
the gear teeth, and is made to flow. The outlet

side of the pump is enclosed and restriction
to flow is given from the engine components
to be lubricated. This gives a rise in system
pressure.
The actual oil pressure obtained will depend

on the Speed of the Pump, the Temperature
of the Oil and the Resistance offered by the
Components.
The capacity of the pump must be such that

it will supply a minimum oil pressure under
its most adverse running conditions of low
Figure 3.2 Spur gear pump
turning speed and high inlet oil temperature.
As a consequence of this, under normal
running conditions the increased flow would tend to cause a dangerously high oil pressure.
Very high pressures are prevented by a Pressure Relief Valve (PRV) across the inlet and outlet
connections which limits maximum pressure in the system. When the pressure reaches a
predetermined figure, the valve opens and sufficient oil is returned to the inlet side of the
pump to limit the maximum oil pressure.
In operation the engine will have range of operating pressure related to engine speed from
idle to maximum rpm.
The Check Valve

(Non-return Valves, or One-way Valves)
The oil tank may be at a higher level than the pressure pump to provide a gravity feed. When
the engine is stopped and the oil is hot and thin, there is sufficient pressure from the gravity
feed to force the oil through the clearances in the pressure pump so that the oil tank would
drain into the crankcase and the engine would be flooded with oil. This feature of dry-sump
operation is sometimes referred to as over-oiling. To prevent this a check valve is fitted. This
consists of either an lightly sprung loaded valve, or electrically-operated shut off valve (SOV)
which will hold back the oil until the engine is started.
The Pressure Filter

The pressure filter is fitted downstream of the pressure pump before the oil enters the engine
and is designed to remove very small solid particles before the oil passes to the bearing surfaces.
A spring loaded relief valve is fitted to bypass the filter element when the oil is cold, or if the
element becomes blocked. It will also protect the engine if the pressure pump breaks up.
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The Scavenge Pump

The Scavenge Pump returns the oil by pumping it from the sump back to the tank. When the
engine is stopped the oil in the crankcase will drain into the sump. As the engine is started
3
there will be a quantity of oil, which, if the pumps were the same size, would not be removed.
Therefore, to maintain a dry sump it is necessary for the scavenge pump to be of a larger

capacity than the pressure pump. In practice the scavenge pump capacity is 25% - 50% larger
than that of the pressure pump.
Oil Cooler
The use of oil for cooling the internal components of the engine has already been emphasized.
If the oil itself gets too hot, it could fail as a lubricant. To prevent its temperature rising too high
a cooler is introduced in to the system.
The oil cooler consists of a matrix or tube block, which spreads the oil in a thin film and subjects
it to cooling air. The matrix is built up of round tubes, the ends of which are expanded and
shaped to form hexagons to form a surface for soldering the tubes together. The matrix itself
is bonded into the oil cooler jacket by soldering the flats of the tubes to the inner shell of the
cooler jacket.
When starting the engine from cold, the cooler matrix will be full of cold thick oil, and to force
the oil through the small oilways of the cooler would require a very high pressure. To prevent
damage to the cooler an Anti-surge Valve is fitted to by-pass the matrix when the oil is cold.
The temperature of the oil is affected by three factors:
a) The amount of heat generated in the engine (power).
b) The temperature of the cooling air.
c) The rate at which air flows through the cooler.
In some light aircraft the flow of air through the cooler is simply dependant on the forward
speed of the aircraft in flight, and the airflow from the propeller whilst the aircraft is on the
ground. In certain conditions of flight, where high power is used with low forward speed e.g.
a climb, care must be taken to prevent overheating the oil. The flight manual will recommend
climb speeds that should ensure adequate cooling.
Higher powered aircraft will be fitted with shutters behind the cooler to control the flow of air
through the cooler. This would be closed at start up to allow the engine oil temperature to rise
quickly (cold oil increases internal friction), and then be opened to maintain the temperature.
In flight the shutters will close off again as the temperature of the air reduces at altitude.
Control of the shutters can be manual or automatic.
Diesel engine lubrication systems are typically ‘Wet-Sump’ and would definitely include an oil
cooler because of the need to dissipate the additional heat generated by the diesel engine.
Lubrication Monitoring Instruments

The importance of maintaining the correct Oil Temperature has been explained in the
paragraphs above. The other parameters of the oil system monitored are Pressure and
Quantity.
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The temperature of the oil in a piston engine is measured at the inlet to the engine pressure
pump. Most aircraft use an electrical sensor to indicate the temperature to a flight deck gauge.
Temperatures in the region of 85°C would be considered normal.
Oil pressure is sensed at the outlet side of the engine driven pressure pump. The pressure will
3
depend on the size and loading of the engine, 50-100 psi being a typical value. The sensor can
be electrical or a direct reading mechanical system. Both temperature and pressure sensing
systems are covered in the Engine Instruments, Book 5.
It is mandatory that oil temperature and pressure are indicated on the flight deck. Oil quantity
may be displayed. If not displayed there will be a facility for checking the quantity prior to
flight, either by the use of a dip stick or sight glass.
Correct oil temperature and pressure during engine operation are perhaps the most important
indicators the pilot has of engine condition. Indications outside of operating limits could be
indicative of impending engine failure.
Viscosity
The varying load, power and outside air temperatures that aircraft engines operate at require
oils with differing properties. Thickness of the oil is a very important factor, and is known as
the oil’s Viscosity or Grade. Viscosity is defined as the measure of a fluid’s internal friction,
or its resistance to flow. A liquid that flows freely has a low viscosity (thin oil) and one which
is sluggish has a high viscosity (thick oil). The viscosity of an oil will change with changes in
Temperature. An increase in temperature will Reduce viscosity and vice versa.
The engine’s operating temperature will vary considerably from the time when it is started
from cold, to running at high power for long periods of time. The oil’s viscosity must stay within
required limits to do its job, this range of temperature is termed its Viscosity Index.
Viscosity Grade Numbering

There are various standards employed to determine the viscosity or thickness of oils. They all
provide a datum by which differing oils can be compared. These methods measure the time
taken for a fixed quantity of oil at a given temperature to flow through an orifice or jet of a
given size.
There are two standards that are generally employed in aviation to indicate the viscosity of
oils. These are the Society of Automotive Engineers, (SAE) and the Saybolt Universal systems.
Both systems use numbers to indicate the viscosity.
The lower the viscosity number, the thinner the oil.
COMMERCIAL SAE NO. SAYBOLT UNIVERSAL
30 60
40 80
50 100
60 120
It can be seen that the SAE number is half that of the Saybolt Universal system. Lighter loaded
engines use a Low Viscosity or thin oil, whereas higher powered engines with higher loading
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would require a High Viscosity or thick oil. As previously stated the climate in which the engine
operates also has an influence on the viscosity. For example a light aircraft operating within the
UK during winter may use an 80 grade oil, and in summer it would use a 100 grade. The choice
being dependent on the average ambient temperature.
3
The use of too high a viscosity oil at too low a temperature can cause problems during starting.

There are in use oils that have two viscosity values - SAE 15W/50. These oils are called Multi
-grade Oils. They would give the characteristics of low viscosity at low temperatures, and high
viscosity at higher temperatures.
Types of Oil
The type of oil used in aircraft piston engines is normally mineral based. If the oil contains no
additives it is called a Straight oil. To meet certain requirement of engine operation, additives
can be added to the oil. These take the form of anti-oxidants, detergents and oiliness agents.
These oils are called Compound oils.
The two oils are identified by the viscosity numbering system, and if a compound oil the
addition of letters or lettering. A bottle or can containing a straight oil with a viscosity of 80,
would have only the number 80 marked on it. A compound oil of the same viscosity may be
marked AD 80 or W 80. The actual lettering varies with manufacturer. The letters AD stand for
Ashless Dispersant, and is oil with specific qualities for cleaning.
Generally straight oil is only used when running in new engines, or for specific engine
installations. As previously stated piston engines normally use mineral based oils, however
some engine manufacturers have trialed and approved the use of Semi-synthetic Oils
(Figure 3.3).
Figure 3.3 Types of oil compound, multigrade and straight oil
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Operational Considerations
Indications of oil pressure and temperature give the pilot a good idea of the mechanical
integrity of the engine. Of course the pilot must then interpret these indications correctly.
3
On radial and inverted engines the pilot’s knowledge of the lubrication system is required even
before starting the engines. These engine can suffer from a problem called Hydraulicing, where
oil accumulates in the lower cylinders between piston and cylinder head. As oil is incompressible
damage to the engine could occur as the piston moves on the compression stroke. Prior to
starting, these engines should be pulled through the cycle by use of the propeller, to ensure no
hydraulic lock has occurred, (Confirm magnetos are OFF before turning engine).
On starting positive engine oil pressure should be indicated within a specified time. (Piper
Warrior 30 seconds). If the engine is started from cold the oil pressure could be excessively
high. This would be Normal as long as it drops to within its normal range as the engine warms
up. Correct engine operating pressure and temperatures are dependent on each other. High
oil temperature could give low pressure. The oil pressure should be within its operating range
at the correct operating temperature.
Fluctuations in pressure could be the result of low oil levels, or system faults. Low pressure at
normal temperature would indicate imminent engine failure, and a landing should be made as
soon as possible.
A problem that can occur during starting in very cold weather is Coring. It is caused by the
fact the cold viscous oil does not flow correctly through the engine. It should be remembered
that an important task of the oil is to cool. The reduction in flow rate will not dissipate the
heat being generated in the engine. The result is that the Oil temperature rapidly rises, but
this is only locally at the point of sensing. The problem is that the majority of the oil is Cold. To
overcome coring oil cooler flaps should be Closed, this will initially increase temperature but
should improve flow particularly through the cooler, and then bring temperatures down.
It should be appreciated that as the oil is used to lubricate the moving parts of the engine, the
oil will come in contact with the combustion gases. Sealing of the valves and pistons is not 100%
and as a result some oil will be burnt and the engine will therefore have an oil consumption
rate. Ignoring external leakage, oil consumption varies between engines. A light aircraft would
use around 1 pint per hour. A consumption rate greater than this would indicate wear in the
engine.
The oil contents should always be checked prior to flight. If the engine has a Dry Sump system,
the contents should be checked immediately after the engine has stopped, (realistically within
a few minutes of shutdown). This ensures that the tank contents are recorded accurately
before the oil migrates under gravity down into the engine sump. Large piston engines have
oil tanks fitted with a check valve which is underneath the oil tank and closes under spring
pressure or by an electrically operated actuator on engine shutdown. The closing of the check
valve prevents oil migration into the sump. The Wet Sump system is the opposite. A period of
a least 15-20 minutes should have elapsed before the contents are checked in a similar fashion
to motor cars. In any event, the oil level is checked after a period of time.
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Questions
1. From the following list select the correct combination of statements.
The primary tasks of lubrication are to:
3
Questions
1. reduce friction
2. cool the engine
3. clean the engine
4. reduce component wear
5. act as a hydraulic medium
a. 1 and 3.
b. 2 and 5.
c. 1 and 4.
d. 1 and 5.
2. In a piston engine dry sump oil system, the oil temperature and pressure are
sensed:
a. when the oil is leaving the sump.

b. for the temperature when the oil is leaving the tank, and for the pressure
when the oil is leaving the pressure pump.
c. for the oil temperature when the oil is entering the tank and for the pressure
when it is entering the pressure pump.
d. at the same point.
3. Oil returning to the oil tank is filtered by:
a. the oil pressure filter.

b. the oil tank filter.
c. a micron size multi-bore filters assembly.
d. the scavenge filter.
4. Engine oil pressure is:
a. low at idle rpm and high at high rpm.

b. controlled by the oil cooler.
c. substantially decreased when the oil pressure relief valve opens.
d. relatively unaffected by engine speed.
5. The purpose of the crankcase breather is to:
a. maintain the pressure in the oil tank at atmospheric pressure.

b. ease the task of the oil scraper ring.
c. prevent pressure building up inside the crankcase.
d. prevent distortion of the crankcase.
6. The most probably cause of small fluctuations in the oil pressure would be:
a. lack of oil.
b. the pressure relief valve sticking.
c. air in the oil tank.
d. the scavenge pump working at a greater capacity than the pressure pump.
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3 Questions
7. The extra space in the oil tank is to cater for:
a. frothing and aeration of the oil as it passes through the engine.

b. fire protection.
c. the accommodation of extra oil contents on long duration flights.
3
d. anti-surge action.
Questions
8. The scavenge pump system in a lubrication system has:
a. a bypass in case of blockage.

b. a smaller capacity than the pressure pump.
c. a bifurcated tertiary drive system.
d. a larger capacity than the pressure pump.
9. In a “wet sump” oil system, the oil is contained in the:
a. engine and tank.

b. tank and oil cooler.
c. sump and tank.
d. engine and sump.
10. The oil contents of a piston engine (wet sump) are checked:
a. when the engine is running at idle power.

b. as soon as possible after the engine is stopped because the oil will drain away
from the sump.
c. after approximately 15 minutes once the engine has stopped.
d. when the oil has reached a specific temperature.
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3
Questions
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c b d d c b a d d c
3
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Chapter
4
Piston Engines - Cooling
The Reasons for Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57

Liquid and Air-cooled Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Air Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
The Cylinder Head Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Operational Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
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The Reasons for Cooling

The piston engine is a heat engine, its purpose is to convert the energy released by the fuel into
mechanical energy and so do useful work. In Chapter 2 it was stated that the thermal efficiency
is at best only 25-28%. This means that over 70% of the heat energy released by the fuel is
wasted. The exhaust gas is responsible for around 40%. Some of this energy can be recovered
4
on some aircraft by driving a turbine driven supercharger (turbocharger).

The remaining 32% raises the temperature of the engine components, and if not controlled
could lead to the following problems.
a) Structural failure of the engine components.
b) Over temperature of the oil, which could result in breakdown of its lubricating
properties.
c) The fuel can ignite as it enters the cylinder, before the spark plug fires. This is called Pre-
ignition.
d) The combustion process can become unstable even if the mixture has been ignited by
the spark plug. This is called Knocking or Detonation.
Both pre-ignition and knocking result in a loss of engine power.
So far the problems of over heating have been discussed, but problems can also occur if the
engine operates at too low a temperature.
a) High values of thermal efficiency require the engine to operate at high

temperatures.
b) Low temperatures increase the internal friction of lubricants (high viscosity) this would
increase Friction Horsepower and so reduce Brake Horsepower.
c) The ability of the liquid fuel to change its state to a gas is reduced, which affects the
fuel mixture and combustion.
To operate efficiently, the engine must operate at the Highest Temperatures Consistent with
Safe Operation. Allowances for changes in the ambient and internal temperatures require a
Cooling System to control and maintain these temperatures.
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Liquid and Air-cooled Systems

The cylinder arrangements of different engines has already been covered in Chapter 2. It was
stated that the cylinder arrangement was dependant on the power required and type of
cooling system used. The two types are Liquid Cooling and Air Cooling.
4
The liquid cooling system (Figure 4.1) dissipates the heat from the engine by pumping a
mixture of Water and Glycol (anti-freeze) through passages built into the cylinders and cylinder
heads. The liquid is then passed through an Air-cooled Radiator mounted in slip stream of the
propeller. This ensures that there is an airflow through the radiator even with the aircraft
stationary on the ground.
An engine driven Pump circulates the liquid through the engine, and temperature is controlled
by a Thermostat. The liquid is stored in a reservoir called a Header Tank. Pipes carry the liquid
from the header tank to the engine, and then from the engine to the radiator and back to the
header tank. Air flowing through the radiator dissipates the heat from the coolant to the air.
Figure 4.1 Liquid cooling system.
The air-cooled engine uses the cooling air from the Propeller Slipstream and the Aircraft’s
Forward Speed to transfer the heat generated in the engine directly to the air. The engine is
Cowled to reduce drag and control the flow of air around the engine to ensure equal cooling
and so prevent overcooling at the front of the engine. The rate of flow can be altered on some
aircraft by a variable Cowl Flap or Gills at the rear of the engine cowling.
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Air Cooling
The air-cooled engine has few moving parts, and its simplicity make it virtually maintenance
free. It is lighter in weight than a similar powered liquid-cooled engine, and for these reasons
it is the preferred choice for aero piston engines.
4
It should be appreciated however that liquid cooling is more efficient, it gives better control of
engine temperature and produces less drag on the aircraft. For these reasons liquid cooling is

used on high speed aircraft using very powerful engines.
ENGINE
COWLING
FIRE
WALL
INTER-CYLINDER
BAFFLES
COWL FLAP
Figure 4.2 Cooling airflow in a six cylinder horizontally opposed engine.
The main factors governing the efficiency of an air-cooled system are:
Air Temperature
The ambient air temperature can vary widely with changes in climatic conditions and altitude.
Dissipation of the heat will be more rapid as the air temperature decreases.
Speed of the Airflow

The speed of the airflow passing over the cylinders is governed by the slipstream and will vary
with the speed of the aircraft. Consequently, care must be taken when ground running to
prevent overheating. On some installations, a fan is fitted behind the propeller to obtain a
more uniform speed of airflow.
Cooling Fins
The walls of the cylinder are finned to increase the cooling area. However, the pitch of the
fins must be such that a large fin area can be obtained but the fins must not be so close that
the resistance to the airflow builds up pressure which would tend to decrease the flow and
increase drag. An average pitch for fins is about five to the inch. The fins are thin in section and
may be extended to increase fin area at local hot spots to try to produce an even temperature
throughout the component, e.g. around the exhaust ports on cylinders.
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Baffles
Baffles (see Figure 4.2) are directional air guides to direct the airflow completely around the
cylinder. They must always be close fitting and provide a seal with the cowlings, so that all the
cooling airflow is over the cylinders. Care is taken to ensure that an even cross-sectional area is
maintained, so that the airflow does not slow down and cause drag.
4
Engine Construction
Where possible, engine components are made of materials with a high heat conductivity,
aluminium alloys are in common use. Cylinder heads are sometimes made of steel, and to
obtain a better heat flow, there is a heavy deposit of copper on the combustion chamber face.
Cowlings, Cowl Flaps and Gills

Cowlings must be close fitting without dents or projections to disturb the airflow. Any
disturbance to the designed flow will not only increase drag but also decrease cooling. With
the cowl flaps or gills open, the airflow over the engine nacelle causes a pressure drop at the
cooling air outlet, thus making it easier for the heated air to flow and maintain a high speed
over the engine. As the air flows over the cylinders it absorbs heat and expands and, given a
suitable gill opening, increases its speed. Any increase in speed through the engine will create
a reactive force, tending to reduce the total engine drag.
The heat from the engine is not always transferred straight to the atmosphere. It can be used
for heating the cabin of the aircraft, and directed when selected to supply hot air to remove
ice from the carburettor.
The Cylinder Head Temperature Gauge

On some aircraft the pilot can monitor the temperature of the engine by the use of a Cylinder
Head Temperature Gauge. The gauge uses a sensor which is fitted to the engines cylinder
heads. If only one sensor is fitted it will be fitted to the Hottest Cylinder. This is usually one
of the rearmost cylinders. The sensor is a Thermocouple. The principle of operation of a
thermocouple is covered in depth in the electrical and instrument objectives. It is suffice to
say that the sensor produces a Voltage which is directly proportional to its temperature. The
cockpit indication is displayed by a sensitive moving coil meter called a Galvanometer. The
scale reads temperature and not voltage.
Operational Procedures
The cooling arrangements for a particular engine are designed to ensure satisfactory cooling
during flight, when the forward speed of the aircraft should give an adequate flow of cool
air. This can however sometimes not be the case. During a climb, high power is used which
generates high temperature in the engine. Forward speed is reduced and airflow to the engine
is reduced. The pilot should be aware of the possibility of overheating. Climbing at best rate of
climb speed (VY) is preferable to prolonged use of best angle of climb speed (VX).
Descending can also cause problems. Engine power is reduced and there is less heat generated
in the engine. If the aircraft is placed into a dive this will increases the flow of air over the
engine and it will be overcooled. The sudden change in temperature could cause what is know
as Thermal Shock.
This can cause components to fracture, and is a common problem on the cylinders of engines.
Better control of temperature is possible if cowl flaps or gills are fitted, but these are only
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fitted to more complex aircraft. On simple light aircraft the pilot controls the cooling airflow
by airspeed.
At high power settings such as take-off when the engine is generating a lot of heat, and at low
airspeeds when the cooling flow is minimal, the cowl flaps should be selected open to increase
flow rate of air and so increase cooling. This means that at take-off the cowl flaps would
increase drag. In descent the cowl flaps are closed to reduce cooling. In the cruise at altitude
4
the cowl flaps could be partially closed to maintain the engine temperature, as the cooling air

temperature falls improving its efficiency.
High power settings should normally be limited on the ground as only the propeller slipstream
is available to give a cooling flow. This is not always sufficient and overheating can occur.
Cylinder head and oil temperatures should be closely monitored during ground running. It
should not be forgotten that the internal parts of the engine like the pistons, valves etc, are
cooled by the lubricating system.
Cylinder head temperature is also affected by mixture strength. This is covered in Chapter
7. The highest cylinder head temperatures are when lean mixture is selected for economy or
endurance cruise.
Prior to shutdown the engine should be run at approximately 1000 - 1200 rpm to prevent plugs
fouling. The engine will have cooled and stabilized during the taxi. Shutting down whilst the
engine is very hot can result in uneven cooling and possible damage.
Modern aero-diesels tend to be liquid-cooled or utilize a combined liquid/air cooling system. It

is well known that liquid cooling is more effective as it provides a more uniform and controlled
cooling of the engine, allowing tighter tolerances in the construction of the moving parts.
Arguably the liquid system has the disadvantages of possible leakage and extra weight but
these are outweighed by the advantages.
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4 Questions
Questions
1. The most efficient method for cooling a piston engine is to use ....................
However, the most common method of cooling is to use ................. because of the
................ involved.
a. air cooling liquid cooling reduced costs

4
b. liquid cooling air cooling reduced costs

Questions
c. fuel cooling air cooling reduced costs

d. liquid cooling fuel cooling reduced costs
2. At take-off cowl flaps should be selected:
a. fully closed to decrease drag

b. open
c. partially closed
d. fully closed to increase drag
3. A typical piston engine has a maximum thermal efficiency of:
a. 70%
b. 80%
c. 90%
d. 30%
4. In a four cylinder in-line engine air-cooled, (No. 1, 2, 3, 4 from the front) the coolest
cylinder while running will be:
a. 1
b. 2
c. 3
d. 4
5. The device utilized to measure temperature on a piston engine is:
a. thermometer
b. barometer
c. thermocouple
d. thermostat
6. The temperature measuring device fitted in a four cylinder inline engine, (No. 1, 2,
3, 4 from the front), would normally be fitted to which cylinder?
a. 1
b. 2
c. 3
d. 4
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Questions
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b b d a c d
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Chapter
5
Piston Engines - Ignition
The Dual Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67

Magnetos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
The Capacitor (Condenser) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
The Ignition Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
The Grounding Wire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Magneto Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Auxiliary Starting Devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Magneto and Distributor Venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
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The Dual Ignition System

All aero piston engines are fitted with dual ignition, that is to say, two electrically independent
ignition systems.
Each engine cylinder has two sparking plugs fed by two separate magnetos. This reduces the
risk of engine failure caused by faulty ignition and increases the power output of the engine by
igniting the cylinder charge at two points (reducing combustion time).
5
Magnetos

Magnetos are self-contained engine-driven electrical generators. They produce a series of
extra high tension (EHT) electrical sparks at the sparking plugs, in the correct firing sequence,
for ignition of the petrol and air mixture.
The magneto combines the principles of the permanent magnet generator (PMG) and the
step-up transformer in order to generate the EHT voltage necessary to break down the gap
between the sparking plug electrodes.
A small magnetic field in the magneto primary coil, which consists of a few hundred turns of
thick wire, is made to collapse at regulated intervals by the opening of a pair of cam-operated
contact breaker points.
As the primary magnetic field collapses, the lines of magnetic force cut thousands of turns of
very thin wire which comprise the secondary coil, and this induces within it an EHT voltage.
This is an example of electromagnetic induction. The induced EHT voltage is taken to a rotary
switch called the distributor which distributes it to the sparking plugs in the correct firing
sequence. The cam-operated contact breaker points and the distributor rotor are geared
together so that the spark will appear at the sparking plug as the contact breaker points just
open. The contact breaker cam and distributor rotor rotate at half engine speed.
The Capacitor (Condenser)

The prime function of the capacitor is to prevent burning or arcing across the contact breaker
points, and to assist in creating the extra high voltage in the secondary coil by causing a rapid
change of flux (magnetic field) in the primary coil. This increases the efficiency of the magneto.
The capacitor is fitted in parallel with the contact breaker points and the magneto control
switch. The magneto relies for its operation on the rapid collapse of flux in the primary coil and
this is caused by the contact breaker points interrupting the current flow through that coil.
With a capacitor across the points, the voltage that appears as the points open charges up the
capacitor, and only a small weak spark appears at the breaker points and current in the primary
coil ceases to flow allowing a very rapid collapse in primary flux.
The capacitor therefore stops arcing at the contact breaker points, and allows a rapid collapse
of primary flux.
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Figure
Figure 5.15.1Magneto
Magneto Circuit
Circuit
The Ignition Switch

The ignition switch provides complete control of the engine’s magneto circuit, the magneto
being made inoperative by earthing the primary circuit.
In the ‘OFF’ position the switch is closed and this short-circuits the contact breaker points,
which therefore no longer make and break the primary circuit. In the ‘ON’ position the switch
is open and the primary circuit is controlled by the action of the contact breaker.
The Grounding Wire

As described above, the grounding wire is used to switch off the magneto. If the grounding
wire breaks when the engine is running there will be no apparent changes in the engine’s
performance. If the grounding wire breaks and touches the engine-body or airframe then this
is the equivalent of grounding the primary circuit, and the magneto is switched off. Hence the
requirement for magneto checks listed below.
Magneto Checks
The Dead Cut Check is carried out at slow running. This check ensures that the pilot has
control of the ignition before carrying out further ignition checks at higher engine speeds.
RPM MUST DROP BUT ENGINE MUST NOT STOP WHILE SWITCHING ONE MAGNETO OFF AT
A TIME.
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Consider the situation which would exist with an engine running with the pilot unaware that
only one magneto was working. If that live magneto was switched ‘OFF’ during a high rpm
magneto check the engine would die.
The automatic reaction of the pilot would be to switch the ignition switch quickly back to
‘BOTH’. The engine suddenly bursting into life with the throttle still at the check position would
set up a high torque reaction between the airframe and engine, possibly causing extensive
damage.
5
The Live Magneto Check is not normally required, as evidence of a live magneto is usually

found at the Dead Cut Check simply by observing a change in rpm as the switch is operated.
The Magneto rpm Drop Check is carried out at approximately 75% of the maximum engine
speed. This checks that the magneto and sparking plugs are functioning correctly.
As each magneto is switched off in turn, a check for a drop in rpm is made and this drop must
be within the limits laid down by the manufacturers. The fall in rpm is due to the increased
time taken for the mixture to burn in the cylinders, as a magneto, and consequently a plug in
each cylinder is switched off.
Auxiliary Starting Devices

During starting, most aero-engines are cranked at about 25 rpm, and at this speed the magneto
will not produce a spark with adequate energy for ignition of the petrol/air mixture.
It is necessary therefore, to ease starting, to employ auxiliary methods of spark augmentation.
These take the form of:
The High Tension (HT) Booster Coil which supplies a succession of high voltage electrical
impulses to the trailing, starting, or retarded brush (electrode) of the main distributor rotor
(shower of sparks system). It is switched ‘ON’ for the starting and ‘OFF’ after start-up.
The Low Tension (LT) Booster Coil supplies a low voltage to the magneto primary during
the starting sequence, this augmentation of the primary permitting normal operation of the
magneto. This system requires a Battery supply and is connected to the Primary (typically left)
Magneto. When switched on, and the Starter engaged, the Booster Coil feeds a high voltage
directly to the distributor rotor trailing-arm providing a retarded spark which avoids kick-back
during the starting cycle. It is switched ‘ON’ for starting and ‘OFF’ after start-up.
The Impulse Coupling. This is a mechanical device which uses a spring to temporarily increase
the speed of rotation of the magneto giving a large retarded spark during the starting cycle.
No action by the pilot is necessary.
Magneto and Distributor Venting

Since magneto and distributor assemblies are subjected to sudden changes in temperature, the
problems of condensation and moisture are considered in the design of these units.
Moisture in any form is a good conductor of electricity; and if absorbed by the nonconducting
material in the magneto, such as distributor blocks, rotor arms, or coil cases, it can create a
stray electrical conducting path.
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The high-voltage current that normally arcs across the air gaps of the distributor can flash
across a wet insulating surface to ground, or the high-voltage current can be misdirected to
some spark plug other than the one that should be firing. This condition is called ‘flashover’
and usually results in cylinder misfiring.
Waxing
For this reason coils, condensers, distributors and distributor rotors are waxed so that moisture
on such units will stand in separate beads and not form a complete circuit for flashover.
5
Flashover can lead to carbon tracking, which appears as a fine pencil-like line on the unit across
which flashover occurs.
The carbon trail results from the electric spark burning dirt particles which contain hydrocarbon
materials.
The water in the hydrocarbon material is evaporated during flashover, leaving carbon to form
a conducting path for current. When moisture is no longer present, the spark will continue to
follow the track to the ground.
Magnetos cannot be hermetically sealed to prevent moisture from entering a unit because the
magneto is subject to pressure and temperature changes in altitude.
Diesel engine ignition

Unlike the conventional spark-ignition engine, the diesel does not require an ignition-system
at all, thus saving on complexity and weight. The diesel is classified as a compression-ignition
engine where ignition of the fuel/air mixture is a function of the rise of temperature of the air
due to compression.
Much higher compression-ratios occur in the diesel, ratios of 25:1 are not uncommon. At these
compression-ratios the fuel self-ignites thereby eliminating the need for a spark-generating
system.
For cold starting, diesel engines usually employ a system of glow-plugs or pre-heaters which
provide initial localized heating to the combustion-chamber area. Once started the fuel is
injected into a zone where the temperatures are higher than the flash-point of the fuel due to
high compression ratios, and ignition effectively by detonation becomes continuous.
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Questions
5
Questions
1. The spark appears at the plug electrodes when:
a. the contact breaker closes

b. the contact breaker opens
c. the contact breaker stays open
d. the magneto switch is made
5
2. The ignition switch is fitted in:
Questions
a. the primary coil circuit
b. the secondary coil circuit
c. the engine starter motor circuit
d. the battery circuit
3. When the ignition switch is placed in the ‘ON’ position it:
a. isolates the breaker points

b. makes the engine starter motor circuit
c. ‘Earths’ or ‘grounds’ the secondary winding
d. breaks the primary to earth circuit
4. The purpose of a condenser as fitted in a magneto is:
a. to assist in the rapid collapse of the primary current and prevent arcing at the
contact breaker points
b. to prevent the rapid collapse of the primary circuit and arcing at the points
c. to reduce the high tension voltage of the secondary circuit
d. to earth the primary circuit
5. The engine is checked for dead cut at:
a. a power check
b. slow running
c. cruising rpm
d. full throttle
6. The distributor directs:
a. voltage from the primary winding to the spark plug

b. voltage from the secondary winding to the primary winding
c. voltage from the magneto secondary winding to the spark plug
d. voltage from the secondary winding to the contact breaker
7. To obtain a spark across the gap between two electrodes:
a. the circuit must have high EMF

b. the circuit must have high ohms
c. the circuit must have high current flow
d. the circuit must have an impulse union
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5 Questions
8. The purpose of an ignition switch is:
a. to control the primary circuit of the magneto

b. to prevent condensation
c. to connect the secondary coil to the distributor
d. to connect the battery to the magneto
9. In a complex engine as rpm increases the ignition timing may be:

5
a. advanced
Questions
b. retarded
c. not altered
d. only retarded
10. An impulse starter is a device to assist in starting an engine which uses:
a. a leaf spring
b. a coil spring to increase temporarily the speed of rotation of the magneto
c. a special starting battery which provides a sudden impulse of electricity to the
plugs
d. an explosive inserted in a special tube
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5
Questions
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Answers
1 2 3 4 5 6 7 8 9 10
b a d a b c a a a b
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Answers
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Chapter
6
Piston Engines - Fuel
Types of Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Manufacturing Specifications and Grades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Calorific Value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Volatility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
High Volatility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Stability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Sulphur Content . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
The Combustion Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Flame Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Variable Ignition Timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Variations in Flame Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Anti-detonation Properties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Detonation (Knocking) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
The Effects of Detonation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Detonation and Diesel Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
The Causes of Detonation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
The Recognition and Prevention of Detonation . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Fuel Quality Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Fuel Additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
The Advantages of High Octane (Anti-detonation) Ratings . . . . . . . . . . . . . . . . . . . . . 84
Pre-ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Thermal Efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Diesel Engine Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
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Types of Fuel
The preferred fuel currently used in aircraft piston engines is derived from mineral oil. The
fuel is a blend of Hydrogen & Carbon. Jet and diesel fuels are also derived from the oil. The
differing types of fuel are produced by a process called cracking. Aircraft piston engines use a
Gasoline fuel known as AVGAS.
Equipment used for the dispensing of AVGAS is colour coded Red to prevent cross-contamination
with other fuels.
6
Manufacturing Specifications and Grades

So that aviation gasoline will fulfil these requirements, it is manufactured to conform with
exacting specifications that are issued by the Directorate of Engine Research and Development
(DERD). The specification number for gasoline is DERD 2485.
Fuel ‘grades’ lie within a specification and therefore carry a blanket DERD number followed by
a grade not prefixed by the DERD notification.
The most popular grades of AVGAS readily available today are:
Specific Gravity
Grade Performance No. Colour Lead Content
(Density)
AVGAS
100/130 Blue 0.72 Low Lead
100LL
AVGAS
100/130 Green 0.72 High Lead
100
AVGAS
80/87 Red 0.72 Very Low Lead
80
Note: although AVGAS 100 and AVGAS 100LL have the same 100/130 performance No. they
are however easily distinguished by their colour.
Some Aviation Authorities do allow the use of car petrol for some aircraft. This is generally
referred to as MOGAS (motor gasoline). Within the UK, aircraft authorized for the use of
MOGAS is laid down in Airworthiness Notices number 98 and 98a.
Because of its higher volatility carburettor icing and vapour locking is much more likely.
Information on the use of MOGAS can also be found in CAA Safety Sense leaflet no. 4a.
Calorific Value
The Calorific Value of a fuel is a measure of the amount of heat that will be released during
combustion, and is measured in British Thermal Units (BTU) per pound. This varies with the
chemical composition of the fuel, those with a high hydrogen content being superior. The
calorific value is related to specific gravity. The higher the specific gravity the higher the calorific
value.
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Volatility
A volatile liquid is one which is capable of changing readily from the liquid to the vapour state
by the application of heat, or by contact with a gas into which it can evaporate.
Fuel is added to the air at the carburettor, the efficiency with which the fuel mixes with the air
is largely determined by the volatility of the fuel.
However, the time involved is so small that some of the fuel remains in the form of minute
droplets, the evaporation of which occurs in the induction system.
6
High Volatility
A liquid boils when its vapour pressure is greater than the atmospheric pressure acting on the
surface of the liquid. This means that, as the atmospheric pressure reduces with altitude, the
fuel vaporizes at a lower temperature. This is generally referred to as ‘low pressure boiling’.
Stability
A number of the hydro-carbon compounds which are present in gasoline have a considerable
attraction for the oxygen in the air. When they come into contact with air, they oxidize and
undergo chemical changes to form heavy resinous gummy compounds and corrosive bodies.
It is essential that these potentially unstable hydro-carbons are not allowed to oxidize, this is
prevented by the addition of oxidation inhibitors.
Sulphur Content
Sulphur and sulphur compounds, when burnt in air, form sulphur-dioxide. This combines with
the moisture content of the exhaust products to form a sulphurous acid which is extremely
corrosive to the exhaust system. It is important that the sulphur content is kept as small as
possible, in aviation gasoline the maximum amount of sulphur permitted is 0.001%.
The Combustion Process

Combustion is a controlled rate of burning, it is not an ‘explosion’. The mixture induced into
the cylinders consists of gasoline vapour (84.2% carbon and 15.8% hydrogen by weight)
and air (78% nitrogen, 21% oxygen and 1% other inert gases). When combustion has been
completed, the hydrogen in the fuel will have combined with the oxygen in the air to form H2O
which is water vapour, and the carbon in the fuel will combine with the oxygen in the air to
form CO2 - carbon dioxide. The nitrogen and other gases play no active part in the combustion
process, but they do form the bulk of the gas that is heated and expanded to create pressure
energy. The nitrogen also slows down the rate of combustion, without nitrogen, combustion
would be an explosion with far too rapid a temperature and pressure rise to be harnessed to
do useful work.
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Figure 6.1 Normal combustion.
Flame Rate
When normal combustion takes place, the compressed charge is ignited by the spark and burns
rapidly and steadily with a flame speed of 60-80 ft. per second, giving a steady and smooth
temperature and pressure rise in the combustion chamber.
Maximum pressure will be generated when combustion has been completed, and ideally this
should occur when the crank is at 8° - 10° after top dead centre (ATDC) where, because of the
ineffective crank angle, the volume of the combustion chamber is still at a minimum. Should
maximum pressure conditions obtain in advance of this (i.e. at, or before TDC) the engine
would tend to run backwards.
Variable Ignition Timing

As combustion takes a short period of time, in order for combustion to be completed when
the piston is at 8° - 10° ATDC, the spark must occur before the piston reaches TDC. The flame
rate remains reasonably constant, but the engine speed varies considerably, therefore at low
engine speeds it is necessary for the ignition to be retarded to prevent the maximum pressure
building up before the piston reaches TDC. As the engine speed increases, both the flame rate
and the time required for complete combustion remain constant, but because of the increased
piston speed, it is necessary to advance the ignition so that the maximum pressure still occurs
at the right time, i.e. 8° - 10° ATDC.
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Figure 6.2 Moving the ignition point to the optimum position for idling rpm & high speed running.
Variations in Flame Rate

The flame rate does vary slightly, for instance the mixture will burn faster if it is made richer
or the pressure in the cylinders increase. It is necessary to increase the mixture strength of all
aircraft engines when they are producing high power to ensure stable combustion. Therefore,
the increased flame rate which results from the action of selecting a rich mixture shortens the
time required for combustion so that, to obtain full power, it is necessary to retard the ignition
slightly, or alternatively not to make any further advance of the ignition.
Anti-detonation Properties
The higher that the pressure of the fuel/air mixture can be raised before combustion, the
higher will be the pressure of the burning gases. Consequently, the greater will be the power
output and thermal efficiency of the engine. The compression pressure is governed by the
compression ratio of the engine and is limited by the tendency of the fuel to detonate, or
knock.
Detonation (Knocking)
Detonation occurs after ignition and is unstable combustion. During normal combustion, the
flame travels smoothly and steadily through the mixture as the advancing flame front heats
the gases immediately ahead of it, so that they in turn burn.
Progressively there is more and more heat concentrated in the flame front, which is brought to
bear on the remaining unburnt portion of the mixture, termed end gas, and its temperature
is raised.
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In addition, the burnt gases have expanded so that the end gas is subjected to an increasing
pressure.
Ultimately there is sufficient pressure and heat available to bring all the end gas to the point
of combustion at the same instant, and it explodes. The flame rate increases to 1000 ft per
second, with a degree of violence which will depend on the amount of end gas that remains.
6
Figure 6.3
The Effects of Detonation

The explosion of the end gas can cause the piston crown to burn, and eventually to collapse,
overheating of the combustion chamber can also occur. This may cause the valves to split and
distort and possibly burn the sparking plug electrodes.
There is also a sudden rise in pressure as detonation occurs, which applies a shock loading to
the engine component parts, which may cause mechanical damage.
Finally, because the maximum pressure is generated before the piston is in the correct position
to utilize it, the piston has to overcome a high back pressure and power is lost.
Detonation and Diesel Engines

Detonation in a diesel engine is quite normal. The diesel is sometimes referred to as the
‘detonation-ignition’ engine. Diesels are constructed to withstand the additional pressures
generated and therefore are generally heavier.
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The Causes of Detonation

Any condition that heats the charge before combustion will aggravate matters in the end gas,
pre-heating the air before it enters the engine (the use of ‘hot-air’ to overcome carburettor
icing) or over-compression in the supercharger may well give rise to excessive temperatures.
Once burning has started the process should not be prolonged.
Detonation may be caused by one or a combination of the following:
a) Incorrect mixture strength

6
The greater the amount of fuel for a given amount of air, the greater the power
obtainable without detonation. If the power output is high, then the mixture must be
rich.
b) High charge temperature
Anything that raises the temperature or the pressure of the charge unduly before
burning, e.g. carburettor heating (at high power), overheated cylinders, high boost
with very low rpm.
c) Incorrect ignition timing
If the spark is too far advanced the charge ignites too early, giving higher temperatures.
d) Cooling
If the combustion chamber surfaces are coated with carbon, or coke as it is commonly
called, heat from the flame will not dissipate rapidly, resulting in high cylinder head
temperatures.
e) Cylinder head design
The greater the time taken for the flame front to travel through the combustion
chamber, and the higher the charge temperature, the greater the risk of detonation.
Design features which would directly affect these would be for example: the size of
combustion chambers, the positions of the spark plugs and the valves, the compression
ratio and effective cooling.
f) Use of incorrect fuel.
See the Fuel Quality Control section on the opposite page.
The Recognition and Prevention of Detonation

Detonation is spontaneous combustion, and can be recognized by its metallic knocking
sound or pinking which is caused by the violent vibrating pressure waves striking the walls
of the combustion chamber. Much damage may be done under high power circumstances,
particularly in an aircraft, where because of the noise created by the propeller, the detonation
may go unnoticed until it is too late.
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Detonation may be controlled by:
a) A compact combustion chamber helps in this respect by reducing the distance that
the flame front has to travel, also the time taken to burn the charge can be reduced by
initiating flame fronts from two sparking plugs.
b) If possible the flame should be started from the vicinity of some hot spot such as
the exhaust valve, so that the end gas is pushed away from the hotter parts of the
combustion chamber, and compressed into a cooler part.
c) Running conditions can also assist in delaying the onset of detonation, for example, the
6
same power may be obtained at a higher engine speed by using a finer propeller pitch.

This enables a smaller throttle opening to be used, which helps in two ways, the smaller
throttle opening reduces the cylinder pressure and the higher running speed cuts down
the time available.
d) In short, anything which can reduce temperature, pressure or time will be instrumental
in reducing, or at the very best preventing its creation.
Fuel Quality Control

One of the easiest way of controlling detonation is by improving the quality of the fuel.
There are two chemically pure fuels, Iso-octane and Normal Heptane, which are employed
as reference fuels when determining the anti-detonation qualities of a fuel under laboratory
conditions.
Iso-octane has very good combustion characteristics and shows little tendency to detonate
when mixed with air and ignited at high temperatures, and is given a rating of 100.
Normal Heptane detonates very readily and has a rating of 0.
The combustion characteristics of any blend of fuel can be compared with those of the two
reference fuels by using each in turn under standardized conditions in a special single-cylinder
engine.
The engine is run using the fuel under test and then compared to a blend of the two reference
fuels to produce the same degree of detonation in the engine. If the blend of the reference
fuels is 95% iso-octane and 5% normal heptane, then the fuel under test would be given an
octane rating of 95. The octane rating is, therefore, a measure of the fuel’s Anti-knock value.
The original tests were based on an air/fuel ratio which gave maximum detonation, but this
condition is not truly representative of the working range of the engine. Maximum detonation
occurs with economical mixtures used for cruising but, for take-off and climbing, rich mixtures
are used.
It is important to know how the fuel will behave under these varying mixture strengths, and
so aviation fuel has two ratings. This is sometimes referred to as the performance number or
performance index.
As an example, AVGAS 100LL is a 100 octane fuel with a perf number of 100/130, the lower
figure is the weak mixture detonation point and the higher figure the rich mixture detonation
point. It follows that if an engine is designed to use a certain grade of fuel, then a lower grade
should never be used, as this would cause detonation.
If at any time the correct octane rating is not available, then a higher octane rating must be
used.
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Fuel Additives
Detonation can be avoided by putting small quantities of additives into the fuel, the principal
one used being Tetra Ethyl-lead (TEL). The action of TEL is to reduce the formation of peroxides
which would otherwise encourage detonation.
In the course of time, fuels with better combustion characteristics than iso-octane were
produced and, to rate these, comparisons are made with iso-octane doped with TEL. As the
percentage rating of the iso-octane can no longer apply, an alternative scale for rating these
fuels, which have a high resistance to detonation, is provided by a range of performance
6
numbers.
A rating above 100, e.g. 100/130 grade gasoline is a performance number, although in practice
the fuel would still be referred to as a 100 octane fuel.
The Advantages of High Octane (Anti-detonation) Ratings

Better quality fuel permits:
a) Increased compression ratios with an increase in thermal efficiency, better fuel

consumption, and an increase in engine power.
b) Increased induction pressure and greatly increased power from a given engine by the
use of a supercharger.
The power output of an engine is directly proportional to the weight of mixture burned in unit
time, increased induction pressure will increase this weight. (Although basically the quantity or
‘weight of charge ‘ induced will still depend upon the position of the throttle butterfly).
Pre-ignition
Pre-ignition, (also known as ‘Running-on’) is the ignition of the charge before the spark occurs
at the sparking plug. This is usually caused by a local ‘hot-spot’ in the combustion chamber,
such as incandescent carbon or very hot sparking plug points, with consequent rough running,
running-on, and loss of power.
Thermal Efficiency
The heat produced by the burning of one gallon of fuel is capable of producing a lot of work
if the heat is fully utilized and none wasted, but in practice a considerable amount of work is
lost in the form of heat to the cylinder walls and the piston crowns. The exhaust gases also
remove heat as their temperature is still high when they are expelled from the cylinder during
the exhaust stroke.
Additional work is absorbed in overcoming the internal friction of the engine.
The net result is that, under the best conditions, rather less than 30% of the heat value of the
fuel is converted into useful work at the propeller shaft.
If the fuel is very volatile, not only will there be excessive losses by evaporation in the aircraft’s
fuel tanks, but the fuel will tend to boil and vaporize at the depression (inlet) side of the fuel
pump, causing cavitation (bubbles forming in the fuel around the pump impeller) and vapour
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locks to form. The tendency for carburettor icing under certain atmospheric conditions is also
enhanced.
Diesel Engine Fuel

Diesel aero-engines use a fuel known as Aviation Turbine Gasoline or AVTUR.
AVTUR (paraffin) is widely available, less of a fire-hazard, less volatile and therefore a safer fuel
option operationally than AVGAS.
6
Aviation fuel is sold and delivered to the aircraft in units of volume (US gallons, imperial gallons

or litres). AVTUR is more dense then AVGAS (with an SG of 0.8) and so contains more energy
per unit volume than AVGAS (with an SG of 0.72). Therefore, for a given fuel load on board an
aircraft, the range would be greater if AVTUR was used, as opposed to AVGAS.
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6 Questions
Questions
1. If the specific gravity of a fuel is known to be 0.7, 100 imperial gallons of it will
weigh:
a. 700 lb
b. 70 lb
c. 7000 lb
d. 7100 lb
6
2. A fuel grade which is used in typical aircraft engines is:

Questions
a. DTD. 585/100
b. DERD 2479
c. AVGAS 100
d. DERD 2484
3. The “anti-knock” value of a fuel is its:
a. degree of resistance to pre-ignition

b. resistance to adiabatic combustion
c. ability to oppose burning
d. resistance to detonation
4. The differences between AVGAS 100 and AVGAS 100LL are:
Colour Anti-knock value
a. same same
b. same different
c. different same
d. different different
5. The octane rating of a fuel is determined by comparison with mixtures of:
a. methane and orthodentine

b. heptane and iso-octane
c. methane and iso-octane
d. heptane and orthodentine
6. In the internal combustion engine, detonation occurs due to:
a. the use of too high an rpm with too little manifold pressure
b. the use of the wrong grade of oil
c. the cylinder temperatures and pressures being too low
d. excessive combustion temperatures and pressures
7. The calorific value of a fuel is the:
a. kinetic energy contained within it

b. heat energy in the fuel
c. heat energy required to raise the temperature of the fuel to its boiling point
d. heat energy required to raise the temperature of the fuel to its boiling point
from absolute zero
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8. The octane rating of a particular grade of fuel is given as 100/130, this indicates
that:
a. it will act as both 100 octane and 130 octane fuel at take-off power settings
b. with a rich mixture it will act as 100 octanes, and with a weak mixture it will
act as 130 octanes
c. its anti-knock qualities are identical to iso-octane
d. with a weak mixture it will act as 100 octane, and with a rich mixture it will act
as a 130 octane fuel
9. Tetra-ethyl lead is added to some aviation fuel to:
6
Questions
a. decrease its octane rating
b. decrease the risk of detonation
c. increase its calorific value
d. increase its specific gravity
10. If the vent pipe of an aircraft’s fuel tank becomes blocked, it will cause:
a. the pressure in the tank to fall when fuel is used

b. the pressure in the tank to rise when fuel is used
c. the evaporation rate of the fuel to decrease as fuel is used from the tank
d. the fuel pressure at the carburettor to rise
11. Detonation is liable to occur in the cylinders:
a. with an over rich mixture at idle power

b. with a weak mixture and high cylinder head temperature
c. with a rich mixture at high power settings
d. at very low engine speed
12. Pre-ignition refers to the condition when:
a. a rich mixture is ignited by the spark plug

b. the spark plug ignites the mixture too early
c. the mixture is ignited by abnormal conditions within the cylinder before the
normal ignition point
d. the mixture burns in the inlet manifold
13. An exhaust gas temperature gauge is powered by:
a. 12 V DC
b. 115 V AC
c. 28 V DC
d. A thermocouple which generates its own voltage.
14. Flame Rate is the term used to describe the speed at which:
a. the mixture burns within the cylinder

b. the combustion pressure rises within the cylinder
c. peroxide forms within the cylinder
d. fulminates form with the cylinder
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6 Questions
15. The colour of 100/130 grade low lead fuel is:
a. green
b. blue
c. red
d. straw yellow
16. Diesel fuel (AVTUR) is:
a. lighter per unit volume than AVGAS

6
b. heavier per unit volume than AVGAS

Questions
c. more likely to ignite when exposed to a naked flame.

d. has less energy per unit volume than AVGAS.
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6
Questions
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6 Answers
Answers
1 2 3 4 5 6 7 8 9 10 11 12
a c d c b d b d b a b c
13 14 15 16
d a b b
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Answers
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Chapter
7
Piston Engines - Mixture
The Chemically Correct Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93

The Practical Mixture Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Problems Caused by Weak Mixtures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Slow Running and Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Take-off Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Climbing Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Cruise Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
The Exhaust Gas Temperature Gauge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Diesel Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
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The Chemically Correct Ratio

Although air and fuel vapour will burn when mixed in proportions ranging between 8 : 1 (rich)
and 20 : 1 (weak), complete combustion only occurs with an air/fuel ratio of 15 : 1 by weight.
This is the chemically correct ratio, at this ratio all of the oxygen in the air combines with all of
the hydrogen and carbon in the fuel.
The chemically correct mixture does not give the best results, because the temperature of
combustion is so high that power can be lost through detonation.
The Practical Mixture Ratio
7
Although the chemically correct mixture strength would theoretically produce the highest

temperature and therefore power, in practice mixing and distribution are less than perfect and
this results in some regions being richer and others being weaker than the optimum strength.
This variation may exist between one cylinder and another.
A slightly rich mixture does not have much effect on power since all the oxygen is still consumed
and the excess of fuel simply serves to slightly reduce the effective volumetric efficiency, in fact
its cooling effect can be to some extent beneficial.
Weak mixtures, however, rapidly reduce power since some of the inspired oxygen is not being
utilized, and this power reduction is much greater than that resulting from slight richness.
It is, therefore, quite common to run engines (when maximum power rather than best fuel
economy is the objective) at somewhat richer than chemically-correct mixtures (e.g. about
12.5 : 1) to ensure that no cylinder is left running at severely reduced power from being unduly
weak.
Problems Caused by Weak Mixtures

A mixture which is weaker than the chemically correct ratio, besides burning at lower
temperatures, also burns at a slower rate (because of the greater proportion of nitrogen in
the cylinder). Power output thus decreases as the mixture is weakened, but, because of the
increase in efficiency resulting from cooler burning, the fall in power is proportionally less than
the decrease in fuel consumption. Thus the Specific Fuel Consumption (SFC), decreases as the
mixture strength is weakened below 15 : 1.
For economical cruising at moderate power, air/fuel ratios of 18 : 1 may be used, an advance in
the ignition timing being necessary to allow for the slower rate of combustion.
With extremely weak mixtures, the gases may still be burning when the exhaust valve opens,
exposing the valve to high temperatures which may cause the valve to crack or distort. As the
inlet valve opens, the heat of the exhaust gases is still so high that it may ignite the mixture in
the induction system, and ‘popping back’ occurs through the induction manifold.
This slow burning also causes overheating, as a certain amount of the heat is not converted into
work by expansion and has to be dissipated by the cooling system. The mixture requirement is,
therefore, dependent upon engine speed and power output. A typical air/fuel mixture curve is
shown in Figure 7.1, next page.
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Figure 7.1 A typical air/fuel mixture curve.
Slow Running and Starting

A rich mixture is required for starting and slow running because:
a) Fuel will only burn when it has vaporized and is mixed with air. When starting, the
engine is cold and there is little heat to assist the vaporizing process, therefore only
the lightest fractions of the fuel will vaporize and this may show as white smoke at
the exhaust. White smoke may be apparent due to the fact that water is a product
of combustion leaving condensation inside the exhaust, and also that the engine is
breathing in cold moist air. The white smoke will gradually disappear as the engine
reaches normal running temperature. To make sure that there is sufficient fuel vapour
in the cylinders to support combustion a rich mixture is required.
b) The exhaust valve is given a certain amount of lag so that full advantage can be taken
of the considerable inertia of the gases at normal engine speeds, to obtain efficient
scavenging of the burnt gases, and to give impetus to the incoming charge. As engine
speed reduces, the gas velocity falls and more of the burnt gases remain in the cylinder,
whilst at still lower speeds there is the tendency for exhaust gases to be sucked back into
the cylinder by the descending piston before the exhaust valve closes. The consequent
dilution of the induction gases is such that, to maintain smooth running, a rich mixture
is required.
Take-off Power
When full power is selected for take-off, the mixture must be further enriched to about 10 : 1.
Apart from the cooling effect, the excess fuel is wasted, for there is insufficient oxygen available
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for it to burn completely. The higher power results from a greater weight of charge induced
in a given time, and not because of mixture enrichment. In practice, excess fuel vapour is not
scavenged as vapour, the oxygen is shared out to some extent, so that carbon monoxide (CO)
is produced during combustion as well as carbon dioxide (CO2). With very rich mixtures some
of the carbon fails to combine with oxygen at all and is exhausted as black smoke.
Climbing Power
The engine power output is a product of engine speed and the mean effective pressure in the
cylinders during the working cycle, higher power outputs involve increases in both of these
factors. As the speed and the pressure increase, there is also an increase in the temperature
7
of the gases and, therefore, their tendency to detonate. When higher power is required for
climbing, the mixture is enriched to about 11:1. The extra fuel, in vaporizing, cools the mixture

and reduces the tendency to detonate.
Cruise Power
During cruising conditions only moderate power is required from the engine, the mixture can
be leaned to around 18:1 allowing the minimum expenditure of fuel to achieve economy.
The Exhaust Gas Temperature Gauge

As the mixture control is moved from fully rich to a weaker setting, the air fuel ratio approaches
the chemically correct value of approximately 15:1. At this ratio all the air and fuel are
consumed and the heat released by combustion is at its maximum. More heat means more
power. Rpm will rise (fixed pitch propeller), airspeed will increase as more power is produced.
Both these indications can be used to adjust mixture, but a more accurate method is to indicate
the change in exhaust gas temperature as the mixture is varied.
The Exhaust Gas Temperature Gauge (EGT) consists of a Thermocouple fitted into the exhaust
pipe of the hottest cylinder. A thermocouple produces a voltage directly proportional to its
temperature. The voltage is indicated by a gauge calibrated to show temperature. The mixture
control should always be moved slowly. If moved toward lean the temperature will peak at the
ratio of 15:1. It should be remembered that this ratio IS NOT USED as detonation can occur.
On reaching the peak EGT the mixture control would then be moved towards rich and the
temperature would drop. A temperature drop would be specified in the aircraft’s flight manual
which would give the rich cruise setting.
Weakening the mixture beyond the chemically correct value will lower EGT and raise CHT and
excessive weakening will lower both. Again the flight manual will specify the temperature
drop required to set the economy cruise ratios. Mixture is normally only adjusted at cruise
power settings. It should be returned to Fully Rich whenever the power is changed. (Figure
7.2, next page.)
Diesel Engines
Diesel engines generally run lean. This is because the air supply is not throttled and is fed
unrestricted into the cylinder as a function of fuel delivery. Problems such as detonation do
not feature as with conventional piston engines although running temperatures are generally
higher requiring a reliable and effective cooling system. There is also no mixture lever as aero-
diesels operate with a ‘single-lever’ concept similar to some turboprops.
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Figure 7.2 EGT changes with mixture leaning.
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Questions
7
Questions
1. Weakening the mixture below the best fuel/air ratio will cause the engine power
to:
a. decrease
b. increase initially, but decrease below take off power
c. increase
d. be unaffected by altitude increase
2. For maximum endurance the mixture control should be set to:
7
a. weak
b. the chemically correct state
Questions
c. between rich and weak
d. rich
3. An air/fuel ratio of 9:1 would be considered:
a. chemically correct
b. extravagant
c. rich
d. weak
4. Because of the reduction in the density of the atmosphere associated with an

increase in altitude:
a. the mixture control must be moved towards the weak position

b. the throttle must close progressively to maintain the best air/fuel ratio.
c. the mixture must be progressively richened to compensate for the power loss
d. the octane rating of the fuel must be increased
5. A chemically correct mixture is:
a. 15:1 (fuel : air)

b. 15:1 (air : fuel)
c. 13:1 (fuel : air)
d. 13:1 (air : fuel)
6. While weakening the mixture from the chemically correct mixture the EGT will
.......... and the cylinder head temperature will .......... with a .......... in thermal
efficiency.
a. increase increase decrease

b. decrease increase decrease
c. decrease increase increase
d. increase increase increase
7. Which of the following mixtures theoretically would produce the maximum rpm?
a. 14:1 (air : fuel)

b. 14:1 (fuel : air)
c. 15:1 (fuel : air)
d. 15:1 (air : fuel)
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7 Questions
8. A weak mixture is used for which of the following?
a. Take-off
b. Climbing
c. Engine starting
d. Cruising
9. While using a weak mixture which of the following would be an incorrect

statement?
a. The charge would be cooled due to a larger proportion of nitrogen in the

cylinder
b. The charge would burn slower due to a larger proportion of nitrogen in the
7
cylinder
Questions
c. The ignition may have to be advanced

d. The ignition may have to be retarded
10. While using a rich mixture which of the following would be a correct statement?
a. The charge would burn slower

b. All of the fuel would be used during combustion
c. All of the oxygen would be used during combustion
d. Cylinder head temperature increases while richening further
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Questions
7
7
Questions
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7 Answers
Answers
1 2 3 4 5 6 7 8 9 10
a a c a b b d d d c
7
Answers
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Chapter
8
Piston Engines - Carburettors
The Basic Requirements of a Carburettor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103

The Simple Float Chamber Carburettor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
Modifications to the Simple Carburettor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
The Principle of the Air Bleed Diffuser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
Slow Running Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Mixture Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Power Enrichment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
The Accelerator Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
Priming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
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8 Piston Engines - Carburettors

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The Basic Requirements of a Carburettor
8
Figure 8.1 General layout.
The carburation system must:
a) Control the air/fuel ratio in response to throttle setting, at all selected power outputs
from slow-running to full throttle, and during acceleration and deceleration.
b) It must function at all altitudes and temperatures in the operating range.
c) It must provide for ease of starting and may incorporate a means of shutting off the
fuel to stop the engine.
The float chamber carburettor is the cheapest and simplest arrangement and is used on
many light aircraft, however it is very prone to carburettor icing, and may be affected by
flight manoeuvres. The injection carburettor is a more sophisticated device and meters fuel
more precisely, thus providing a more accurate air/fuel ratio, it is also less affected by flight
manoeuvres, and is less prone to icing.
The direct injection system provides the best fuel distribution and is reputed to be the most
economical, it is unaffected by flight manoeuvres and is relatively free from icing.
Any of these systems may be fitted with a manual mixture control, by means of which the most
economical cruising mixture may be obtained. However, in order to assist the pilot in selecting
the best mixture, some aircraft are fitted with fuel flowmeters/pressure gauges or exhaust gas
temperature gauges.
Diesel engines do not have carburettors but do have an inlet-system to allow air to be induced
towards the cylinders incorporating an air filter. The air supply is not ‘throttled’.
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The Simple Float Chamber Carburettor

This carburettor employs two basic principles, those of the ‘U’ tube and the Venturi.
8
Figure 8.2 A simple float chamber carburettor.
The ‘U’ Tube Principle

If a tube is bent into the shape of a ‘U’ and then filled with liquid, the level in either leg will be
the same, provided that the pressure acting on the tube is the same. If the pressure difference
is created across the ‘U’ tube it will cause the liquid to flow. In practice one leg of the ‘U’ tube
is opened out to form a small tank, a constant level being maintained by a float and valve
mechanism regulating the flow of fuel from a fuel pump (or pumps) delivering a supply from
the main aircraft tanks. See Figure 8.1.
The Venturi Principle

Bernoulli’s Theorem states that the total energy per unit mass along any one streamline in a
moving fluid is constant.
The fluid possesses energy because of its pressure, temperature and velocity, if one of these
changes one or both of the others must also change to maintain the same overall energy.
As the air passes through the restriction of the Venturi its velocity increases, causing a drop in
pressure and temperature. The pressure drop at the throat of the Venturi is proportional to
the mass airflow, and is used to make fuel flow from the float chamber by placing one leg of
the ‘U’ tube in the Venturi.
In a float chamber carburettor such as that shown in Figure 8.2, airflow to the engine is
controlled by a throttle valve, and fuel flow is controlled by metering jets.
Engine suction provides a flow of air from the air intake through a Venturi in the carburettor
to the induction manifold. This air speeds up as it passes through the Venturi, and a drop in
pressure occurs at this point. Within the induction manifold however, pressure rises as the
throttle is opened.
Fuel is contained in a float chamber, which is supplied by gravity, or an electrical booster pump,
or by an engine-driven fuel pump, and a constant level is maintained in the chamber by the
float and needle-valve.
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Where fuel pumps are used, a fuel pressure gauge is included in the system to provide an
indication of pump operation. Air intake or atmospheric air pressure acts on the fuel in the
float chamber, which is connected to a fuel discharge tube located in the throat of the Venturi.
The difference in pressure between the float chamber and the throat of the Venturi provides the
force necessary to discharge fuel into the airstream. As airflow through the Venturi increases
so the pressure drop increases, and a higher pressure differential acts on the fuel to increase
its flow in proportion to the airflow. The size of the main jet in the discharge tube determines
the quantity of fuel which is discharged at any particular pressure differential, and therefore
controls the mixture strength. The simple carburettor illustrated in Figure 8.2 contains all the
basic components necessary to provide a suitable air/fuel mixture over a limited operating
range.
Modifications to the Simple Carburettor
8
The Pressure Balance Duct
To maintain the correct rate of discharge of fuel through the main jet, the pressure in the
float chamber and the air intake must be equal. Admitting atmospheric pressure in the float
chamber by means of a drilling in the float chamber cover plate is not a satisfactory method of
ensuring equalized pressure across the carburettor because, due to manoeuvres and the speed
of the aircraft, the changes in pressure localized around the air intake would not be readily
transmitted to the float chamber.
Equalized pressure conditions can only be obtained by connecting the float chamber directly
to the air intake by a duct which is called the pressure balance duct. This duct also supplies
air to the diffuser and is used in some carburettors to provide altitude mixture control. This
mechanism is shown in Figure 8.3.
Figure 8.3 The pressure balance duct.
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The Diffuser
As engine speed and airflow through the Venturi increase, the proportion of fuel to air rises
as a result of the different flow characteristics of the two fluids. This causes the mixture to
become richer.
To overcome this effect, some carburettors are fitted with a diffuser such as is illustrated in
Figure 8.4. As engine speed is progressively increased above idling, the fuel level in the diffuser
well drops, and progressively uncovers more air holes. These holes allow more air into the
discharge tube, and by reducing the pressure differential prevent enrichment of the air/fuel
mixture. The process of drawing both air and fuel through the discharge tube also has the
effect of vaporizing the fuel more readily, particularly at low engine speeds.
8
Figure 8.4 A8.4.

Figure diffuser
A well fitted Well
Diffuser in a carburettor float
fitted in a
Carburettor chamber.
Float Chamber.
The Principle of the Air Bleed Diffuser

A suction applied to a tube immersed in a liquid is sufficient to raise a column of liquid to a
certain height up the tube. Should a small hole be made in the tube, under the same condition
bubbles of air will enter the tube and the liquid will be drawn up the tube in smaller drops rather
than a continuous stream. In other words, the liquid will be “diffused” or made to intermingle
with the air. Air “bleeds” into the tube and reduces the forces acting on the fuel, retarding the
flow of liquid through the tube. This is shown diagrammatically in Figure 8.5.
Figure 8.5 The air bleed diffuser.
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Slow Running Systems

At low engine speeds, the volume of air passing into the engine is so small that the depression
in the choke tube is insufficient to draw fuel through the main jet. Above the throttle valve
there exists a considerable depression and this is utilized to affect a second source of fuel
supply for slow-running conditions.
8
Figure 8.6 The slow running jet.
A slow running fuel passage with its own jet leads from the float chamber to an outlet at
the lip of the throttle valve, shown in Figure 8.6. The strong depression at this point gives the
necessary pressure difference to create a fuel flow.
The size of the slow running jet is such that it will provide the rich mixture required for slow
running conditions. An air bleed, opening into the choke tube below the throttle valve, assists
atomization. The purpose of the transverse passage drilled through the throttle valve is to
evenly distribute the mixture over the area of the induction manifold. A small hole is drilled
into the transverse passage from the choke tube side, and acts as an air bleed to draw some of
the fuel through the throttle valve to mix with the air passing to the engine.
As the throttle is opened, the depression at the lip of the throttle valve decreases and the
depression in the choke tube increases to the point where the main jet starts to deliver fuel and
the flow through the slow running system slows down. Carburettors must be carefully tuned
in order to obtain a smooth progressive change over between the slow running and the main
system to prevent ‘flat spots’.
Note: A flat spot is a period of poor response to throttle opening caused by a temporary weak
mixture, it normally makes itself felt as a hesitation during engine acceleration.
A cut-off valve is usually incorporated in the slow running passage, and is used when stopping
the engine. When the cut-off is operated the valve moves over to block the passage to the slow
running delivery, the mixture being delivered to the engine becomes progressively weaker until
it will not support combustion and the engine stops.
This prevents any possibility of the engine continuing to run erratically due to pre-ignition,
and also prevents fuel condensing in the cylinders which would tend to wash the oil from the
cylinder walls, causing lack of lubrication when the engine is next started.
The cut-off may be a separate control or it may be incorporated in the mixture control lever.
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Mixture Control
As altitude increases, the weight
of air drawn into the cylinder
decreases because the air density
decreases. For a given intake
velocity, the pressure drop in the
Venturi will decrease as ambient
density decreases. However, the
fuel flow due to the pressure drop
will not decrease by the same
amount and so the mixture will
become richer. This progressive
8
richness with increased altitude

is unacceptable for economic

operation.
Figure 8.7 A needle type mixture control.
Needle Type
With a needle type mixture
control, such as that illustrated
in Figure 8.7, a cockpit lever is
connected to a needle valve in
the float chamber. Movement of
the cockpit lever raises or lowers
the needle and varies fuel flow
through an orifice to the main
jet. The position of the needle
therefore controls the mixture
strength, and in the fully-down
position will block fuel flow to
the main jet, thus providing a
means of stopping the engine.
The smallest orifice in the whole

fuel system is the fuel jet. To
prevent any blockage of the jets
by dirt or debris, a fuel strainer
can be fitted just before them in
the fuel line.
Figure 8.8 An air bleed mixture control.
Air Bleed
The Air Bleed Mixture Control shown in Figure 8.8 operates by controlling the air pressure in
the float chamber, thus varying the pressure differential acting on the fuel.
A small air bleed between the float chamber and the Venturi tends to reduce air pressure in the
float chamber, and a valve connected to a cockpit lever controls the flow of air into the float
chamber. When this valve is fully open the air pressure is greatest, and the mixture is fully rich,
as the valve is closed the air pressure decreases, thus reducing the flow of fuel and weakening
the mixture. In the carburettor illustrated the valve also includes a pipe connection to the
engine side of the throttle valve, when this pipe is connected to the float chamber by moving
the cockpit control to the ‘idle cut-off’ position, float chamber air pressure is reduced and fuel
ceases to flow, thus stopping the engine.
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Power Enrichment
At power settings above the
cruising range, a richer mixture is
required to prevent detonation.
This rich mixture may be provided
by an additional fuel supply, or
by setting the carburettor to
provide a rich mixture for high
power and then bleeding off
float chamber pressure to reduce
fuel flow for cruising.
8
Power Enrichment or

Economizer Jet.
Illustrated in Figure 8.9 is a
carburettor with an additional
needle valve, which may be
known as a power enrichment Figure 8.9 The ‘Power’, ‘Enrichment’ or ‘Economizer’ jet.
jet, or economizer jet. The
needle valve, which is connected
to the throttle control, is fully
closed at all throttle settings ECONOMIZER CHANNEL
below that required to give
maximum cruising power at sea ECONOMIZER JET
level, but as the throttle is
opened above this setting the
needle valve opens progressively
until, at full throttle, it is fully
open. On some engines the
power jet is operated
independently of the throttle, by
means of a sealed bellows which
is actuated by manifold pressure.
In this way high-power
enrichment is related to engine
power rather than to throttle
position.
Figure 8.10 The Back Suction Economizer.
The Back Suction
Economizer
An air-operated economizer (known as a back-suction economizer) is illustrated in Figure 8.10.
When the throttle valve is at a high power setting, the pressure of air flowing past the valve is
only slightly below atmospheric pressure, and will have little effect on air pressure in the float
chamber, thus a rich mixture will be provided.
As the throttle is closed to the cruising position, air flowing past the throttle valve creates a
suction, which is applied to the float chamber through the economizer channel and air jet.
The reduced float chamber pressure reduces fuel flow through the main jet to provide the
economical mixture required for cruising.
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The Accelerator Pump

If the throttle valve is opened quickly, airflow
responds almost immediately and a larger
volume of air flows through the carburettor.
The fuel metering system however, responds
less quickly to the changing conditions, and
a temporary weakening of the mixture will
occur, known as a flat spot (or at worst causing
a ‘weak cut’) before fuel flow again matches
airflow. This condition is overcome by fitting
an accelerator pump which is linked directly to
the throttle, and forces fuel into the Venturi
8
whenever the throttle is opened, this type of

accelerator pump is illustrated in Figure 8.11.
In some pumps a controlled bleed past the Figure 8.11 An accelerator pump.
pump piston allows the throttle to be opened
slowly without passing fuel to the engine, in other pumps an additional delayed-action plunger
is incorporated to supply an additional quantity of fuel to the engine for a few seconds after
throttle movement has ceased.
Priming
Normally a priming pump would supply fuel to the induction manifold, close to the inlet valve.
In the absence of such a device, it is permissible on some aircraft to prime the engine by
pumping the throttle (exercising the accelerator pump) several times.
This practice must be

discouraged in any other
circumstance because it
increases the chance of
carburettor fires.
A simple, light aircraft fuel

system is shown here. The fuel
tanks are rigid tanks fitted in
the wings and filled by the
overwing method. The fuel
is drawn from the tanks by a
mechanical or electrical fuel
pump through a tank selector
and filter before being
delivered to the carburettor
(gear or vane type).
Figure 8.12 Single-engine light aircraft fuel system & engine priming system.
Engine priming is achieved
by use of a priming pump
which takes fuel from the filter housing and delivers it to the inlet manifold. The fuel system is
monitored for contents and pressure and the fuel drains allow any water to be removed before
flight.
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Questions
8
Questions
1. The pressure in the induction manifold of a normally aspirated engine:
a. remains constant as the throttle is opened

b. decreases as the throttle is opened
c. initially increases as the throttle is opened but decreases after approximately
the half open position
d. increases as the throttle is opened
2. The purpose of an accelerator pump is to:
a. assist in the atomization of the fuel before it leaves the discharge nozzle
b. prevent a rich cut when the throttle lever is advanced rapidly
8
c. prevent dissociation and detonation
d. prevent a weak cut when the throttle lever is advanced rapidly
Questions
3. The fuel flow to a piston engine will vary according to:
a. the rpm and the throttle position only

b. the rpm, the throttle position and the mixture setting
c. the rpm and the mixture setting only
d. the rpm only
4. The primary function of a diffuser in a carburettor is to:
a. control the mixture strength over part of the engine speed range
b. vent air from the float chamber
c. emulsify the fuel during engine acceleration
d. enable adjustment of the engine slow running speed
5. The Venturi in the carburettor choke tube creates:
a. a positive pressure over the discharge nozzle

b. a depression over the fuel discharge nozzle
c. a positive pressure at the throttle valve
d. a decrease in the velocity of the air entering the engine
6. The fuel priming pump supplies fuel directly to:
a. the throttle butterfly valve

b. the exhaust manifold
c. the induction manifold
d. the inside of the combustion chamber in the region of the spark plug
7. A weak mixture would be indicated by:
a. a drop in engine speed

b. white smoke in the exhaust manifold
c. detonation and black smoke from the exhaust
d. an increase in engine speed with black smoke from the exhaust
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8 Questions
8. The presence of an engine driven fuel pump on an engine fitted with a carburettor:
a. dispenses with the need for a carburettor float chamber

b. ensures a positive flow of fuel to the discharge nozzles
c. ensures a positive flow of fuel to the carburettor float chamber
d. dispenses with the need for a fuel priming system
9. It would normally be considered dangerous to pump the throttle lever when
starting an engine because:
a. it could increase the risk of fire in the carburettor air intake

b. it would prevent the engine starting
c. the engine would start too rapidly
d. it would richen the mixture to the point where spontaneous combustion
would occur in the combustion chamber
8
Questions
10. A typical air/fuel ratio for normal engine operation would be:
a. 15 parts of air to one of fuel by weight

b. 20 parts of air to one of fuel by volume
c. 15 parts of air to one of fuel by volume
d. 12 parts of air to one of fuel by weight
11. Excessive cylinder head temperatures are caused by:
a. the prolonged use of weak mixtures

b. the ignition timing being too far advanced
c. the prolonged use of rich mixture
d. the ignition being too far retarded
12. The mixture supplied by the carburettor to the engine is said to be weak when:
a. the proportion of air in the mixture is insufficient to allow full combustion of

the fuel
b. the proportion of air in the mixture is greater than that needed for full
combustion of the fuel
c. a grade of fuel lower than that specified for the engine is used
d. there is insufficient power in the engine for take off
13. In an attempt to maintain the correct air/fuel ratio while climbing into the
decreased density air of higher altitude:
a. the valve timing can be changed

b. an accelerator pump can be fitted
c. a mixture control is used
d. a diffuser is fitted
14. The greater the weight of combustible mixture in the cylinders:
a. the weaker is the mixture

b. the more the power decreases
c. the lower the cylinder head temperature will be
d. the greater the power developed by the engine
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Questions
8
15. A rich mixture is supplied to the cylinders at take-off and climb:
a. to give greater thermal efficiency

b. to cool the charge temperature and prevent detonation
c. to increase the volumetric efficiency
d. to give excess power
16. A fuel strainer should be fitted:
a. in the inlet manifold

b. at the air intake
c. before the main jet
d. after the main jet
17. The correct air/fuel ratio for an engine running at idle is:
8
Questions
a. weak
b. chemically correct
c. 16:1
d. rich
18. The method of priming an engine not fitted with a priming pump is to:
a. activate the mixture control lever several times

b. turn the engine over several times on the starter motor before selecting the
ignition on
c. pump the throttle several times
d. position the throttle lever midway between open and close
19. A possible cause of the engine backfiring could be:
a. an exhaust valve sticking open

b. a broken push rod
c. a blocked float chamber
d. a sticking inlet valve
20. An overly rich mixture at slow running could be caused by:
a. the priming pump being left open

b. low fuel pressure
c. the float chamber level being too low
d. a partially blocked main jet
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8 Answers
Answers
1 2 3 4 5 6 7 8 9 10 11 12
d d b a b c a c a d a b
13 14 15 16 17 18 19 20
c d b c d c a a
8
Answers
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Chapter
9
Piston Engines - Icing
Engine Icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117

Carburettor Icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
Action to be Taken if Engine Icing is Suspected . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Engine Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Fuel Injected Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
Diesel Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
Operational Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
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Engine Icing
The problems of engine icing, particularly engines fitted with carburettors, have been known
for some years, but still accidents occur in which induction system icing has been the cause,
despite modern fuel metering devices.
Atmospheric conditions, particularly of high humidity (more than 50% Relative Humidity (RH)
and temperatures ranging from -7°C (20°F) to as high as +33°C (90°F), may cause icing in the
induction system of all types of piston engine. Figure 9.1 shows the range of temperatures at
which icing can affect the engine at different power settings.
Serious icing - any power
Moderate icing - cruise power
9
Serious icing - descent power

World wide
Light icing - cruise or descent power approximate
+30 upper limits
of dew point
+20
+10
0 Dew point °C
-10
-20
-20 -100 0 +10 +20 +30 +40
Temperature °C
Figure 9.1
Figure 9.1
This temperature range and humidity occur throughout the year in the areas of the United
Kingdom and Europe, and therefore pilots should be constantly aware of the possibilities of
icing and take the corrective action necessary before such problems arise and the situation
becomes irretrievable.
Once an engine stops due to induction icing it is most unlikely that it may be restarted in time
to prevent an accident - therefore recognition and correction is vital.
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All pilots operating piston engined aircraft should understand the problems associated with
each particular type, but they also need to know how the engine reacts once heat is applied
to prevent induction icing.
Basically there are three forms of icing:
a) Impact ice which forms on the air filters and bends in the induction system.
b) Refrigeration ice (carburettor icing) which forms in float type carburettors as a result of
the low temperatures caused by fuel vaporization and low pressure acting on moisture
in the atmosphere.
c) Fuel icing which is caused by moisture in the fuel coming out of suspension and being
frozen by the low temperatures in the carburettor. This tends to stick to the inlet
manifold around the corners and reduce air/fuel flow into the engine.
9
Carburettor Icing
The indications of icing to the pilot of an aircraft fitted with a carburettor, if he has failed to
anticipate the problem, would be a gradual drop in rpm which may be accompanied by engine
rough running and vibration. In aircraft fitted with a constant speed propeller it would be
indicated by a drop in manifold pressure or reduction of airspeed in level flight.
The problem is caused partly by the rapid cooling in the throat of the carburettor as heat is
absorbed from the air during the vaporization of the fuel, and also by the low pressure area in
the Venturi tube. Figure 9.2 shows the build-up of icing in the induction system.
Figure 9.2
The result is that the temperature in this area of the carburettor drops as much as 22°C (70°F)
below the temperature of the incoming air. If now the air contains a large amount of moisture
this cooling process may be sufficient to cause ice to form in the area of the throttle “butterfly”.
Here it will reduce the area of the induction intake and may prevent operation of the throttle
plate, resulting in the loss of power, and if not corrected the ice may accumulate sufficiently to
block the intake completely and stop the engine. At temperatures of -1°C (14°F) or below any
moisture in the air will be already frozen and will pass through the carburettor and so heat
should not be used.
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Action to be Taken if Engine Icing is Suspected

When icing is suspected, the carburettor heat control should be selected to fully hot and left in
the hot position for a sufficient length of time to clear the ice. This could take up to 1 minute,
or longer depending on the severity.
Partial heat should not be used unless the aircraft is equipped with a carburettor air temperature
gauge. The carburettor heat control provides heated air from around the exhaust pipe into the
induction system which will melt the ice and which then passes through the engine as water.
Engine roughness and further power loss may occur as the water passes into the cylinders
and pilots should not be tempted to return the heat control to OFF (cold), thinking that the
situation has become worse since applying heat.
Icing is also more likely during long periods of flight at reduced power, such as during a
glide descent or letdown for approach and landing. Because the heat is derived from the
9
engine, during long descents the engine temperatures will gradually cool, thus reducing the

effectiveness of the hot air system.
Where icing conditions exist select full hot air before reducing power so that benefit is gained
from the hot engine before the engine temperature starts to reduce.
To help maintain engine temperatures and provide a sufficient heat source to melt any ice, it is
necessary to increase power periodically to a cruising setting at intervals of between 500 and
1000 ft during the descent. Additionally this action prevents lead fouling of the spark plugs.
Carburettor icing can occur during taxiing at small throttle settings or when the engine is at
idle rpm. In these circumstances ensure that hot air is used before take-off to clear any ice, but
select cold air before opening the throttle to full power and check that the correct take-off rpm
/manifold pressure is obtained.
Under no circumstances should carburettor heat be used during take-off.
Engine Considerations
When using carburettor heat there are a number of factors which should be understood.
The application of hot air reduces the power output by approximately 15% and also creates a
richer mixture which may cause rough running.
Heat should not be applied at power settings greater than 80% as there is a danger of
detonation and engine damage. Intake icing should not occur at power settings involving a
wide throttle butterfly opening.
The continuous use of carburettor heat should be avoided due to the change of mixture and
increase of engine temperatures. Heat should be used only for a sufficient period of time to
restore engine power to its original level. This will be noted by an increase of rpm or manifold
pressure above the original setting when the control is returned to cold.
Do not use carburettor heat once clear of icing conditions, but check periodically that ice has
not reformed.
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Fuel Injected Engines

The fuel injected engine does not have the problems of ice forming at the Venturi, but other
parts of the system may accumulate ice with a similar loss of power.
Fuel icing may gather at the bends in the system, impact icing may form at the impact sensing
tubes, or on the air filters, particularly when flying in cloud at low temperatures. The alternate
air system fitted to these engines should then be selected and the icing drill followed according
to the aircraft check list.
Diesel Engines
Diesel engines do not suffer from icing in the same way as conventional piston engines. Firstly
there is no ‘carburettor’ and therefore no Venturi to attract the refrigeration icing associated
with float chamber carburettors.
9
Impact-icing at the air-inlet filter is overcome by the use of ‘ice-guards’ which effectively by-pass
the filter when it becomes blocked with ice.
Problems of fuel-solidification known as ‘waxing’ where the fuel viscosity increased due to low
temperatures is overcome by putting additives in the fuel or by using fuel-heaters in the fuel-
lines or filters to ‘pre-heat’ the fuel.
Operational Procedures
The following points should be understood in the use of carburettor heat control.
Ground Operation
Use of the heat control on the ground should be kept to a minimum as the air is not filtered
and may feed dust and dirt into the system causing additional wear on pistons and cylinders.
A function check of the heater control should be made before take off. Rpm should drop
approximately 100 rpm when heat is applied and return to the selected setting when turned
OFF (cold).
Take-off
If icing is evident on the ground before take-off, use heat to clear the ice but return the control
to OFF (cold) before applying take-off power. Check that normal take-off power is available.
Climb
Do not use carburettor heat during the climb or at power settings above 80% (approximately
2500 rpm).
Flight Operations
Be aware of conditions likely to cause carburettor icing - damp, cloudy, foggy or hazy days, or
when flying close to cloud or in rain or drizzle.
Look out for an unaccountable loss of rpm/manifold pressure. Make frequent checks for icing
by applying heat for a period of between 15 to 30 seconds, noting first the selected rpm then
the drop of rpm as heat is applied.
Listen to the engine noise and check the outside air temperature. Should rpm increase whilst
heat is applied, or the rpm return to a higher figure than original when re-selected to cold,
then ice is present. Continue to use heat while flight in icing conditions continues.
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Descents
Apply carburettor heat during glide descents or long periods of flight at reduced power (below
1800 rpm) remembering to warm/clear the engine for short periods every 500 - 1000 ft.
Approach and Landing

The carburettor heat selector should remain at cold during approach and landing, except for
a glide approach, but if icing conditions are known or suspected, full heat should be applied.
However the control must be returned to cold before applying power for a roller landing or
carrying out an overshoot.
Caution
During hot/dry weather application of hot air may cause a rich cut in the engine, therefore use
the carburettor heat control sensibly, not just as a matter of habit. Think about what you are
doing and check the prevailing conditions.
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Chapter
10
Piston Engines - Fuel Injection
Indirect Fuel Injection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125

The Fuel Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
The Fuel/Air Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
The Fuel Manifold Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
The Discharge Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Diesel Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
Electronic or Common Rail Injection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
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10
10
Figure 10.1 General arrangement.
Indirect Fuel Injection

Indirect fuel injection is often employed on aircraft piston engines, but is of the low-pressure,
continuous-flow type. In the low-pressure, continuous-flow method, fuel is sprayed continuously
into the induction pipe as close to the inlet valve as possible. The advantages claimed for the
method are low operating pressure, good fuel distribution, freedom from icing problems and
the ability to use a pump which does not have to be timed to the operating cycle.
Some fuel injection systems operate on a similar principle to the carburettor but inject fuel
under pressure, into the intake.
In the indirect injection system, the air throttle metering valve varies the pressure of fuel
according to engine speed.
Mixture strength is varied by a manually operated mixture control valve which adjusts the fuel
pressure for altitude or operating conditions as necessary. Because of the method of operation
of the injector, no special idling arrangements are required and a separate priming system for
engine starting is unnecessary.
The main components in the system are a fuel pump, a fuel/air control unit, a fuel manifold
(distribution) valve, and discharge nozzles for each cylinder.
In addition, a normal throttle valve controls airflow to the engine, and a fuel pressure gauge
is fitted to enable mixture adjustments to be made. The system is illustrated in Figure 10.2.
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10
Figure 10.2 An indirect fuel injection system.
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The Fuel Pumps

The pump supplies more fuel than is required by the engine, and a recirculation path is
provided. Two pumps are provided, arranged in parallel, so that when the mechanical pump is
not operating, fuel under positive pressure from the electrical pump can bypass the mechanical
pump, so allowing the electrical pump to be used for engine priming and starting and in an
emergency.
The Fuel/Air Control Unit

This unit is mounted on the intake manifold and contains three control elements:
a) the air throttle assembly (throttle valve)
b) the throttle metering valve (metering fuel valve)
c) the mixture control valve
10
The air throttle assembly contains the air throttle valve, which is connected to the pilot’s

throttle lever and controls airflow to the engine.
The intake manifold has no Venturi or other restrictions to airflow.
The fuel control unit is attached to the air throttle assembly, and controls fuel flow to the
engine by means of two valves.
One valve, the metering fuel valve, is connected to the air throttle and controls fuel flow to the
fuel manifold valve according to the position of the air throttle, thus fuel flow is proportioned
to airflow and provides the correct air/fuel ratio.
The second valve, the mixture control valve, is connected to the pilot’s mixture control lever,
and bleeds off fuel pressure applied to the metering valve. Thus the air/fuel ratio can be varied
from the basic setting of the metering valve, as required by operating conditions.
A fuel pressure gauge in the system indicates metered fuel pressure, and, by suitable calibration,
enables the mixture to be adjusted according to altitude and power setting.
The Fuel Manifold Valve

This valve is located on the engine crankcase, and is the central point for distributing metered
fuel to the engine. When the engine is stopped, all the outlet ports are closed, and no fuel can
flow to the engine. As fuel pressure builds up (as a result of engine rotation or booster pump
operation) all the ports to the discharge nozzles open simultaneously. A ball valve ensures that
the ports are fully open before fuel starts to flow.
The Discharge Nozzle

A fuel discharge nozzle is located in each cylinder head, with its outlet directed into the inlet
port. Nozzles are calibrated in several ranges, and are fitted to individual engines as a set, each
nozzle in a set having the same calibration.
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Diesel Engines
The fuel-supply system in terms of storage is similar to that of conventional aircraft. In a light
aircraft the wing tanks (rigid) store the bulk of the fuel which is then sent utilizing the effects of
gravity and ram air to a common strainer, selector-valve and then via water-traps, fuel heaters
and filters to an engine-mounted delivery system.
Delivery to the cylinders may be performed in many ways. However the preferred system is
known as ‘common rail’ where a high pressure supply (1800 bar/26 000 psi) is maintained
locally and adjacent to the cylinders.
In electronic/computer-controlled dual-channel unit known as FADEC (Full Authority Digital

Engine Control) opens electronically operated ‘nozzles’ at the appropriate time and duration
according to demand.
Electronic or Common Rail Injection

10
An common rail systems, the distributor injection pump (old-style system) is replaced by a
single extremely high pressure pump (2000 bar or 29 000 psi) that feeds a single storage
manifold known as the Common Rail. The common rail distributes high pressure fuel to
computer controlled injector valves. Each injector valve is activated by either a solenoid, or,
more recently, by piezoelectric actuators.
In modern aircraft such as the DA40 both the timing and fuel quantity per injection is under the
control of the FADEC. The FADEC receives data from various sources such as air temperature, air
density and throttle position. The combination of the ‘high-tech’ injector-valves and computer
control, leads to greater fuel efficiency and more effective power management.
Figure 10.3 A common rail system.
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Questions
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Questions
1. The engine driven fuel pump supplies:
a. the exact amount of fuel required for all running conditions.

b. more fuel than is required by the engine; the excess fuel is recycled.
c. the exact amount of fuel required for all running and starting conditions.
d. more fuel than is required by the engine, the excess being used as priming
fuel.
2. When an engine is fitted with a fuel injection system:
a. it does not require priming.

b. a separate priming system must be fitted.
c. a separate priming system is not required.
d. priming fuel originates from the excess supplied from the engine driven pump.
3. The mixture control on an engine fitted with fuel injection is:
10
Questions
a. automatic.
b. operated by a pneumatic plunger system.
c. hydro-pneumatically operated.
d. necessary.
4. In the intake of a fuel injected engine:
a. there will be a throttle valve but no Venturi.

b. neither a throttle valve nor a Venturi is required.
c. there will be a Venturi but no throttle valve.
d. both a throttle valve and a Venturi are required.
5. The discharge nozzle injects fuel:
a. continuously into the inlet manifold as close to the inlet valve as possible.
b. into the inlet manifold when the inlet valve opens.
c. into the combustion chamber during the compression stroke.
d. continuously into the combustion chamber during the induction stroke.
6. The Fuel Control Unit meters fuel to the discharge nozzles in proportion to:
a. the position of the throttle valve only.

b. the position of the mixture control lever only.
c. the positions of both the throttle lever and the mixture control lever.
d. the number of strokes applied to the priming pump.
7. The discharge nozzles of a fuel injected engine are matched to:
a. supply exactly the same amounts of fuel as each other.

b. the type of engine they are fitted to.
c. the octane rating of the fuel supply.
d. the engine they are fitted to and to the nozzles on the other cylinders.
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10 Questions
8. A fuel injected engine can be primed by:
a. a manual priming pump which delivers fuel to the discharge nozzles.

b. an electric fuel pump delivering fuel to the discharge nozzles.
c. the excess fuel delivered by the engine driven fuel pump.
d. pumping the throttle lever while turning the engine over on the starter motor.
9. The fuel manifold valve:
a. meters the amount of fuel delivered to the engine in proportion to the

amount of air being delivered to the engine.
b. distributes fuel to each cylinder in the correct firing order.
c. distributes fuel continuously to all of the cylinders continuously.
d. is kept entirely separate from the priming system.
10. An engine which is fitted with fuel injection:
a. will never encounter hydraulicing.

10
b. will not suffer from refrigeration icing.

c. cannot be started by swinging the propeller.
Questions
d. does not require priming.
11. The Common Rail:
a. is, in effect, a reservoir of high pressure fuel

b. is, in effect, a reservoir of low pressure fuel.
c. is a device common to both the fuel and lubrication systems.
d. is a device common to both the ignition and lubrication systems.
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Questions
10
10
Questions
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10 Answers
Answers
1 2 3 4 5 6 7 8 9 10 11
b c d a a c d b c b a
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Answers
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Chapter
11
Piston Engines - Performance and Power Augmentation
Engine Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135

Normal Temperature and Pressure (NTP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Density Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Superchargers and Turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Centrifugal Compressors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
Externally Driven Superchargers (Turbochargers) . . . . . . . . . . . . . . . . . . . . . . . . . 138
The Wastegate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
The Absolute Pressure Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
Wastegate Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
Alternative Turbocharger Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
Internally Driven Superchargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
Supercharger Drives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
Supercharger Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
The Action of the Throttle in the Internally Supercharged Engine . . . . . . . . . . . . . . . . 145
Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
Automatic Boost Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
Normally Aspirated vs. Internally Supercharged . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Engine Power Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Engine Power Checks. Reference rpm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Engine Power Checks. Static Boost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
Checking The Engine Power Output . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
Comparing the Turbocharger and Supercharger . . . . . . . . . . . . . . . . . . . . . . . . . . 148
Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Diesel Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
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Engine Performance
In Chapter 2 it was stated that the power of the engine was dependent on the weight of
charge induced. It can be seen that the density of the air, the pressure and temperature are
greatest at sea level, decreasing in varying degrees with altitude increase. “Sea Level ISA.”
condition, then, can be said to be a temperature of +15°C, a pressure of 14.69 lb/in2 (1013.25
mb or 29.92 in Hg) and a density of 1225 gm/cu.metre.
Sea level pressure can be said to be caused by the weight of air above a certain point on the
Earth’s surface, the decrease in density with altitude increase being due to the lessening of this
weight. As the temperature in the atmosphere is radiated from the surface of the Earth, the
greater the altitude (the further from the source of radiation) the lower the temperature.
Normal Temperature and Pressure (NTP)

The temperature scales used in aviation include the Centigrade, Celsius, Fahrenheit and Kelvin,
and conversions between each are often required.
11
For convenience, the properties of a fluid are always assumed to be at a standard (termed
Normal Temperature and Pressure “NTP”) unless otherwise stated.

In order that engine power output can be checked in any part of the World, regardless of
ambient conditions, manufacturers specify a set of “standard” maximum power (rpm) figures
which are obtained on a “standard” day according to Sea Level ISA conditions.
Density Altitude
Density altitude can be defined as the altitude in the standard atmosphere at which the
prevailing density would occur, or alternatively, as the altitude in the standard atmosphere
corresponding to the prevailing pressure and temperature. It is a convenient parameter in
respect of engine performance figures.
It can be obtained by use of an airspeed correction chart or by navigational computer. A third

(approximate) method is to add to the pressure altitude 118 feet for every degree Celsius that
actual temperature exceeds the standard temperature. For example, suppose the elevation of
an aerodrome is 5500 feet with a temperature of ISA plus 30 and a QNH of 1013 mb. Standard
temperature at this altitude would be about +4°C, so the actual temperature is +34°C. Higher
temperature means lower density and this lower density would be found at a level higher
than 5500 feet in the standard atmosphere, in fact, at a density altitude of 30 × 118 = 3540
feet higher than pressure altitude. The density altitude (with which the engine performance is
associated) would therefore be about 9040 feet. The answer can be checked on the computer
by setting pressure altitude (5500 feet) against temperature (+34°C) in the Airspeed window
and reading off Density Altitude (about 9000 feet) in its own window.
Superchargers and Turbochargers

The power output of an engine depends basically on the weight of mixture which can be burnt
in the cylinders in a given time, and the weight of mixture which is drawn into each cylinder on
the induction stroke depends on the temperature and pressure of the mixture in the induction
manifold.
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On a normally aspirated engine the pressure in the induction manifold at full throttle is slightly
less than atmospheric pressure because of intake duct losses, and the manifold pressure
decreases with any increase in altitude.
Power output therefore, decreases with altitude, although some of the loss is recovered in
better scavenging of the cylinders as a result of reduced back pressure on the exhaust. In order
to increase engine power for take-off and initial climb, and/or to maintain engine power at high
altitude, the manifold pressure must be raised artificially, and this is done by supercharging.
Where a supercharger is used to increase sea level power, rather than to maintain normal
power up to a high altitude, the engine will need to be strengthened in order to resist the
higher combustion pressure. This is called a Ground Boosted Supercharger. Figure 11.5.
For superchargers capable of maintaining sea level values of power up to high altitude, a
control system is necessary to prevent excessive pressure being generated within the engine at
low altitude. These are called Altitude Boosted Superchargers. Figure 11.5.
Centrifugal Compressors are used in superchargers on aircraft engines and may be driven by
either internal or external means, in some installations a combination of both may be used.
11
a) Externally driven superchargers, known as turbosuperchargers or turbochargers, are

driven by a turbine which is rotated by the exhaust gases and compress the air.
b) Internally driven superchargers are driven by gearing from the engine crankshaft and
compress the mixture.
The methods of operation and control of these two types are quite different, and are dealt
with separately.
Centrifugal Compressors
Centrifugal compressors
are used because they are
comparatively light, are able
to run at high speed, will
handle large quantities of air,
and are robust and reliable.
A centrifugal compressor is
made up of two components,
the impeller which is rotated
and accelerates the air and
the diffuser which collects
and directs the air into the
manifold.
Air is drawn into the impeller

as it is rotated. The air
is accelerated as it flows Figure 11.1 A centrifugal compressor.
outwards between the vanes
(converting mechanical
energy into kinetic energy) and, as the cross-section of its path increases, some of this energy
is converted into pressure energy.
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The proportion of pressure gained in the impeller depends on the impeller’s diameter, speed
of rotation and the shape of the vanes.
The air leaves the impeller with considerable tangential and radial velocity and passes into
the diffuser, which consists of a number of vanes fixed between the walls of the supercharger
casing. The diffuser vanes form divergent passages, which decrease the velocity and increase
the pressure of the air passing through them.
The action of compressing the air rapidly increases its temperature, and reduces some of the
increase in density which results from the increased pressure, this loss of density may be partially
recovered either by passing the air through an intercooler or by spraying the fuel into the eye
of the impeller so that vaporization will reduce air temperature.
At a particular speed of rotation a centrifugal supercharger increases the pressure of air passing
through the impeller in a definite ratio. Physical constraints limit the speed of rotation and size
of an impeller, and so limit the pressure rise or pressure ratio and consequently, the power
output or maximum operating altitude of the engine to which it is fitted.
Pressure ratios up to 3:1 are generally obtainable, and any further compression necessary
11
would have to be obtained by fitting two compressors in series.

Manifold Pressure
Any engine with a supercharger will also be equipped with a variable pitch propeller controlled
by a constant speed unit. The rpm of the engine is therefore controlled by the propeller pitch
lever. To properly set the power and prevent the engine being overboosted the pilot must
have an indication of the amount of pressure he/she is allowing into the cylinder with the
throttle. This is known as manifold pressure (between the throttle valve and the inlet valve)
and is indicated to the pilot on one of two gauges:
Boost Pressure
The pressure in the induction system relative
to sea level standard pressure is called boost
pressure, and is indicated by a gauge in the
cockpit. The gauge is calibrated in pounds per
square inch above or below standard sea
level atmospheric pressure which is marked
zero. Thus if the boost gauge is indicating -3 lb
of boost the absolute pressure in the induction
system would be 14.7 lb minus 3 lb which is
equal to 11.7 lb. Similarly if there is +4 lb of
boost indicated then the absolute pressure
would equal 18.7 lb.
Figure 11.2 Manifold pressure indications.
Manifold Absolute Pressure
American practice is to use the term Manifold Absolute Pressure (MAP) for measuring the
pressure in the induction system. The manifold gauge indicates the absolute pressure in inches
of mercury (Hg). When the atmospheric pressure is 14.7 lb it will support a column of Hg 29.92
inches high, therefore, a boost pressure of 0 lb is the equivalent of manifold pressure of 29.92
inches Hg.
To make a comparison between boost pressure and manifold absolute pressure it may be
assumed that two inches of Hg is approximately equal to one pound of boost.
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Externally Driven Superchargers (Turbochargers)

Externally driven superchargers are powered by the energy of the engine exhaust gases and
are generally known as turbosuperchargers or turbochargers.
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Figure 11.3 Turbocharger - general arrangement.
A turbocharger consists of a turbine wheel and an impeller fitted on a common rotor shaft, the
bearings are lubricated by oil from the engine. The turbine is connected to the exhaust system
and the compressor is connected to the intake system.
The turbocharger is not necessarily an integral part of the engine, but may be mounted on the
engine or on the fire-proof bulkhead, and shielded from combustible fluid lines in the engine
bay. Exhaust gases pass through nozzles and are guided onto vanes on the turbine wheel,
causing it to rotate, the gases then pass between the vanes and are exhausted overboard. The
more exhaust gases that are diverted over the turbine the faster it will go and therefore the
faster the impeller will go and the greater will be the pressure ratio of the compressor.
The Wastegate
For any particular power output the turbocharger must deliver a constant mass of air to the
engine in a given time, and, since the density of air decreases with altitude, the impeller rotates
faster as the aircraft climbs to compensate for the reduction in density and maintain a selected
manifold pressure.
Some form of control over compressor output must be provided, and this is done by varying
the quantity of exhaust gas passing to the turbine to vary its speed and that of the compressor.
A turbine bypass, in the form of an alternative exhaust duct, is fitted with a valve (known as a
wastegate) which regulates the degree of opening through the bypass.
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When the wastegate is fully open nearly all the exhaust gases pass directly to atmosphere,
but as the wastegate closes gases are directed to the turbine, and the maximum rotor speed
is achieved when the wastegate is fully closed, this will happen at what is termed the critical
altitude for that engine and that turbocharger (the height above which maximum boost or
manifold pressure can no longer be maintained) .
The wastegate may be controlled manually by the pilot, but in most turbocharger systems
automatic controls are fitted to prevent overboosting the engine. In an automatic control
system, the wastegate is mechanically connected to a single acting actuator, the position of
which depends on the opposing forces of spring and engine oil pressure.
Spring force tends to open the wastegate and oil pressure tends to close it. Thus oil pressure
in the actuator regulates the position of the wastegate according to engine requirements.
Various types of controllers may be used to vary the wastegate actuator oil pressure: Absolute
Pressure Controller (APC), Density Controller (DC), Differential Pressure Controller (DPC). We
will concentrate on the Absolute Pressure Controller (APC) to begin with and then consider the
others.
The Absolute Pressure Controller
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Some simple turbocharger systems use a single controller, called an Absolute Pressure
Controller (APC), which is designed to prevent compressor outlet pressure from exceeding a
specified maximum, this type of controller is illustrated in Figure 11.4.
Figure 11.4 Operation of the APC.
The APC uses an aneroid capsule sensitive to compressor outlet pressure to control the oil
bleed from the wastegate actuator, thereby controlling wastegate position to maintain the
required compressor outlet pressure. The throttle then controls manifold pressure. At low
power settings full oil pressure is applied to the wastegate actuator, which closes the wastegate
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and diverts all exhaust gases through the turbine to maintain the compressor outlet pressure
at the designed value. The oil which is used to move the piston in the wastegate is taken
directly from the engine lubrication system, this oil is also used to cool and lubricate the
turbocharger bearings. Additional safety features may be built into some systems typically an
Overboost Warning Light, and if this boost is exceeded then an Overboost Relief Valve (Dump
Valve) will open and relieve deck pressure to ambient. As was stated earlier so many variables
occur when any of the related conditions are altered that it may be useful to review what could
occur as a result of a change of throttle position:
a) The pilot moves the throttle and so establishes a different pressure drop across the
throttle, and also varies the MAP.
b) The APC senses the change and repositions its oil bleed valve.
c) The new bleed valve setting will change the oil flow and establish a new pressure on
the wastegate actuator piston, which in turn will change the position of the wastegate
butterfly valve.
d) The new wastegate position will change the amount of exhaust gas flowing to the
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turbine.
e) This changes the amount of supercharging provided (Deck Pressure).
f) This new pressure then changes the pressure drop across the throttle valve, and
the sequence returns to the second step above and repeats until an equilibrium is
established.
The net result of these events is an effect called throttle sensitivity, when this operation is
compared with the operation of a normally aspirated engine, the turbocharged engine’s MAP
setting will require frequent resetting particularly if the pilot does not move the throttle valve
slowly and wait for the system to seek its stabilization point before making further adjustments
to the throttle. The differential pressure controller helps to reduce unstable conditions which
can be called Bootstrapping during part throttle operation. Bootstrapping is an indication of
unregulated power change that results in a continual drift of MAP. It is an undesirable cycle of
turbocharging events causing the MAP to drift in an attempt to reach a state of equilibrium.
Bootstrapping is sometimes confused with Overboost, but it is not detrimental to engine life to
the same degree that Overboost is, and this latter condition can cause serious engine damage.
Careful handling of the throttle and selecting a higher rpm prior to increasing the boost when
increasing power, and a lower boost prior to reducing the rpm when reducing power will
prevent Overboosting with the possible consequences of high engine loading, detonation and
a reduction in engine life.
Wastegate Position
Maintaining a constant pressure at the outlet of the turbocharger up to critical altitude depends
on being able to keep increasing the speed of the turbine as the aircraft climbs. This is done
by progressively closing the wastegate and diverting an increasing amount of exhaust gas
through the turbine. The position of the wastegate is therefore an important factor governing
the performance of the engine.
The position of the wastegate throughout the running of an engine from start to critical
altitude, including engine power output, turbine speed, and the manifold pressure are all
shown in Figure 11.5.
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Figure 11.5 The relationship of wastegate position, engine power, manifold pressure & turbocharger rpm to each
other.
a) Prior to start, the wastegate must be open to allow the free flow of exhaust gases to
atmosphere, otherwise the engine would be very difficult, if not impossible, to start.
This opening is achieved by the spring in the Wastegate Actuator which forces it fully
open.
b) Immediately after start, there is probably not enough exhaust gas to spin the turbine
fast enough to create the required pressure at the outlet of the compressor. The Aneroid
Capsule will therefore be expanded, closing the Bleed Valve in the Absolute Pressure
Controller (APC), trapping oil within the wastegate actuator causing its piston to close
the wastegate fully.
c) Upon opening the throttle, sufficient exhaust gas will be produced to turn the turbine
at a speed that will enable the compressor to achieve more than the required pressure
at its outlet. This increased pressure is sensed at the absolute pressure controller and oil
is released through the bleed valve from within the wastegate actuator, thus allowing
its internal spring to start opening the wastegate. The wastegate will continue to open
as the throttle is opened, until at full throttle at Sea Level ISA pressure it is almost
fully open. The extra wastegate opening is required to cater for those days when the
ambient pressure is greater than ISA, without the opening there would be no way to
reduce the turbine speed to maintain the compressor outlet pressure within limits.
d) From the moment of take-off, and throughout the climb, the pressure at the compressor
inlet falls, causing its outlet pressure to fall also. This drop in outlet pressure is signalled
to the APC, which closes the bleed valve trapping oil in the wastegate actuator causing
it to progressively close the wastegate.
e) ventually the wastegate will be fully shut and no more increase in turbine speed is
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possible, this is termed the Critical Altitude.
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Figure 11.6 A comparison of the power curves of a normally aspirated engine & a turbocharged engine.
Now the outlet pressure of the compressor will fall and the inlet manifold pressure and engine
power output will fall in sympathy. Of course, the engine power output will decrease with
every foot of the climb from the moment of take-off, this is typical of a turbocharged engine,
but now, after Critical Altitude, the decrease gets greater, approximating that of a normally
aspirated engine.
Alternative Turbocharger Control

Other types of turbocharger control are described below:
Figure 11.7
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a) The simplest form of control is to have a fixed orifice exhaust bypass (Figure 11.7) so
that a proportion of the exhaust gases will always drive the turbo, and the manifold
pressure is controlled strictly by the throttle valve, remembering that as the throttle is
opened to gain more MAP or Boost the turbine speed will increase and the throttle
input pressure and MAP will also respond to the chain reaction, rapid movement of the
throttle will probably cause overboosting with this type of system.
b) There are two further controllers which may be encountered as a pair (dual)! A Density
Controller and a Differential Pressure Controller. Only fitted to a more sophisticated
system the density controller will limit the Maximum MAP or Boost below the critical
altitude when the throttle is opened fully. The density controller is fitted with two
bellows sensing compressor outlet pressure and temperature. The bellows are filled
with dry nitrogen and allow the pressure to increase as the temperature increases,
remember that as the wastegate closes the turbo runs faster and compressor rpm
can be up to 110 000. The effect of having a density controller will be that maximum
available pressure will increase up to critical altitude and in so doing will reduce the
normal loss associated with the increased charge temperature at a constant pressure.
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Figure 11.8
c) The Differential Pressure Controller operates at all positions of the throttle other than
the fully open position. To reduce the compressor outlet pressure if a lower manifold
pressure is required. It must be remembered that only one of these two controls will be
in use and controlling the wastegate position at any moment in time.
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Internally Driven Superchargers

Internally driven superchargers are generally used on medium and high powered piston
engines (approximately 250 BHP and above), and are fitted downstream of the throttle valve.
In the past, the superchargers of high powered engines have often been driven at two speeds
in order to save power at low altitudes, the low speed gearing being used at low altitudes,
and the high speed gearing at high altitudes. Some high powered superchargers have also
been fitted with two impellers working in series in order to raise the overall compression ratio,
but current engines generally employ a single impeller driven at a fixed speed ratio to the
crankshaft (usually between 6:1 and 12:1).
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Figure 11.9 Internally driven supercharger - general arrangement.
This type of supercharger is usually capable of maintaining sea level manifold pressure up to an
altitude of 5000 to 10 000 ft, at Rated Power 1 settings, depending on the gear ratio.
Supercharger Drives
A shaft, splined into the rear of the crankshaft, provides the initial drive to the supercharger
impeller. Such a shaft may incorporate a Spring Drive Unit, which transmits the drive through
intermediate gears to the impeller pinion and is used to limit the torque transmitted to the
supercharger impeller during high rates of propeller/engine acceleration or deceleration, it
may also include a centrifugal clutch.
Supercharger Controls
Since a supercharger is designed to compress air and provide sea level pressure, or greater, in
the induction manifold when atmospheric pressure is low, excessive manifold pressures could
be produced when atmospheric pressure is high. It is necessary, therefore, to restrict throttle
opening below full throttle height, and, to relieve the work load on the pilot, this is often done
automatically. There are two controls that affect the pressure developed by the supercharger.
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The Throttle Lever (The Power Lever)

The throttle lever position, within the limits imposed by full throttle height, determines the
boost pressure that is delivered by the supercharger. The throttle is, in effect, a boost selection
lever and, together with the propeller control lever, determines the power output of the engine.
The Propeller Pitch Control Lever (The rpm Lever)

Current practice is to install a variable pitch propeller to aircraft engines, where the blade
angles can be adjusted in flight between fine and coarse limits, resulting in the rotational
speed of the engine increasing or decreasing.
The Action of the Throttle in the Internally Supercharged Engine

At sea level the throttle valve in the supercharged engine must be partially open (choked),
so as to restrict manifold pressure and prevent excessive cylinder pressure, but as the aircraft
climbs the throttle valve must be progressively opened (either manually or automatically) to
maintain this manifold pressure. Eventually a height is reached where the throttle is fully open,
and this is known as Full Throttle Height (FTH), above this height power will fall off as with the
normally aspirated engine.
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Figure 11.10
Since the effect of the supercharger depends on the speed of rotation of the impeller, each
power setting will have a different Full Throttle Height according to the engine speed and
manifold pressure used, the Full Throttle Height at Rated Power settings is known as Rated
Altitude, shown in Figure 11.10.
Note: Rated Power or Maximum Continuous Power (MCP) is the maximum power at which
continuous operation is permitted. Take-off Power, and sometimes Climb Power, may have a
time limitation imposed upon their use. At Rated rpm and at Rated Boost (manifold pressure),
the height achieved is known as ‘Rated Altitude’ which is a full throttle height but only when
Rated rpm and Rated Boost are set (rated power).
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Summary
The effect of climbing at less than Rated Power by maintaining Rated rpm with less than Rated
Boost selected is to increase the Full Throttle Height.
The effect of climbing at less than Rated Power by maintaining Rated Boost with less than
Rated rpm selected is to decrease the Full Throttle Height.
This is because it is necessary to increase the throttle opening to make up for reduced compressor
output (remember it is the size and rotational speed of a Centrifugal/Radial Compressor that
determines its output). The throttle-valve will open more quickly in the climb to compensate
for the slower rpm, or more slowly when the rpm is maintained and the boost selection is low.
The propeller control lever can be said to be an engine speed control and, as the impeller is
geared to the crankshaft, any change in engine speed will result in a corresponding change in
the speed of rotation of the impeller.
Automatic Boost Control

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The supercharger is designed to maintain a given pressure at altitude, to do this the impeller
must be driven at a high speed because of the considerable reduction in atmospheric pressure
at altitude. Therefore, at low altitudes where the air is more dense, the supercharger produces
too much pressure, consequently, to avoid severe detonation and mechanical stresses due to
excessively high combustion pressure, the delivery pressure must be restricted by only partially
opening the throttle valve.
As the aircraft climbs, the throttle valve must be progressively opened further to maintain
a constant boost pressure. To relieve the pilot of the responsibility of constantly varying the
position of the throttle lever during climb or descent, the boost pressure is kept constant
automatically by the Automatic Boost Control unit (ABC) which is generally attached to the
carburettor. Figure 11.11 shows a diagram of an Automatic Boost Control unit.
Figure 11.11 An automatic boost control unit.
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Normally Aspirated vs. Internally Supercharged

The power developed by the normally aspirated engine is at a maximum at sea level, and
progressively decreases as altitude is increased.
The power developed by the supercharged but otherwise identical engine, at the same speed
and manifold pressure, is less than that of the normally aspirated engine at sea level, and
this power loss represents the power required to drive the supercharger. However, as height
is increased, the power developed by the supercharged engine at constant throttle settings
increases as a result of the decreased temperature of the atmosphere.
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Figure 11.12
The decreased temperature increases the density of the air, and thus a greater weight of air is
pumped into the cylinders for the same manifold pressure. Decreased air pressure also causes
less back pressure on the exhaust, thus improving scavenging of the cylinders.
Engine Power Output

The effect of altitude change on turbocharged and supercharged engines is vastly different.
A perusal of Figure 11.5 and Figure 11.12 will show how the power output of a turbocharged
engine decreases with increase of altitude, while the output of the engine fitted with an
internal supercharger increases with increase of altitude. This is due to the variation of exhaust
back pressure with each type.
Engine Power Checks. Reference rpm

When an engine is first installed in an aircraft, a check of its performance is made and a
Reference rpm is established. This rpm is an indication of the engine’s power output with the
propeller on the fine pitch stop, and it is almost constant, regardless of the airfield altitude or
temperature.
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A note of the Reference rpm would be made and it would be placarded somewhere convenient
in the cockpit, e.g. on the relevant rpm gauge.
Once the Reference rpm has been established it should not change appreciably, any change
would indicate some form of malfunction.
A new Reference rpm will have to be established every time a major engine component, such
as a carburettor or a magneto, is changed.
Engine Power Checks. Static Boost

Before the engine is started, the Boost Pressure Gauge or the Manifold Absolute Pressure
Gauge (depending on whether the system is British or American), will show approximately
ambient atmospheric pressure.
At exactly sea level pressure on an ISA day, this will mean that a reading of 29.92 inches of
mercury (MAP gauge), or Zero Boost (Boost Pressure Gauge). With an increase of airfield
altitude the gauge reading will of course fall, and conversely, if the airfield ambient pressure is
above ISA sea level pressure then the gauge reading will rise.
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The gauge reading at this point, i.e. before engine start, is known as Static Boost, and note
should be taken of it in order that a check of engine power output can be made.
Checking the Engine Power Output

When the engine is first started, the pressure in the inlet manifold will decrease below the Static
Boost figure and will probably not begin to rise until about 1600 or 1700 rpm is established. With
maximum rpm selected, i.e. the propeller on the Fine Pitch Stop, as the throttle is progressively
opened, the inlet manifold pressure should regain the Static Boost figure at the Reference rpm,
plus or minus a small tolerance of, say 50 rpm.
The Reference rpm will vary with different models of engine, but would on average be
approximately 2000 rpm.
Any result which is outside tolerance may be the result of a cylinder down on power, the ignition
system malfunctioning, a carburettor maladjustment, or even an improperly set propeller low
pitch stop.
Comparing the Turbocharger and the Supercharger

When making comparisons between turbochargers and internal superchargers it is inevitable
that the question of “which is best?” is asked. If it was just a matter of added performance at
ground level for a given cost, then the turbocharger would probably win.
There are other considerations to be taken into account however, first of all, do we only want
the added performance at ground level? Unavoidably with an aircraft the answer must be no,
in which case the internal supercharger, with its ability to increase engine power with aircraft
altitude, must be favourite.
Secondly, do we require that the response to throttle opening be instant? If the answer to
this is yes, then once again the internal supercharger wins hands down. The turbocharger, for
all that it is the cheaper option, cannot with present day technology respond to rapid throttle
opening without suffering from the phenomenon known as turbo-lag.
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Turbo-lag is the result of the time it takes to speed up the turbine/compressor after the signal
of low compressor output has been sent to the Absolute Pressure Controller (APC) and the
wastegate actuator has reacted by closing the wastegate.
Summary
SUPERCHARGER TURBOCHARGER
1 Internally driven Externally driven
2 Rotational speed controlled by rpm Rotational speed controlled by
Wastegate position.
3 Compresses mixture Compresses air
4 ABC senses manifold pressure and APC senses compressor discharge
controls the throttle pressure and controls the wastegate
5 Compressor discharge pressure same as Compressor discharge pressure greater
manifold pressure than manifold pressure
6 Throttle controls manifold pressure Throttle controls manifold pressure
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7 Decreased exhaust back pressure in the Increased exhaust back pressure in the

climb climb
Figure 11.13
Diesel Engines
Diesel engines also suffer from a loss of volumetric efficiency with altitude, high elevation take-
offs and on hotter than standard days.
For this reason turbochargers (external superchargers) may be fitted to diesel engines so as to
improve performance in a similar way to the conventional piston engine. Intercoolers are also
employed to restore density after compression.
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Questions
1. The Manifold Pressure Gauge fitted to a supercharged engine measures:
a. the absolute pressure in the induction manifold

b. the differential pressure across the supercharger compressor
c. the ratio between the atmospheric pressure and the cam rise at the
supercharger inlet
d. the pressure upstream of the throttle valve
2. An Automatic Boost Control Unit:
a. prevents detonation and dissociation in the cylinder

b. maintains an automatic preset boost pressure
c. maintains the correct mixture strength for the boost pressure set
d. sets the position of the wastegate to ensure the preset boost is maintained
3. The use of a turbocharger on an engine will:
a. improve the exhaust scavenging efficiency

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b. raise the volumetric efficiency of the engine

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c. cause an automatic rise in the engine rpm as altitude is gained

d. cause an automatic rise in engine power as altitude is gained
4. The motive force used to drive the turbocharger is:
a. torque from the crankshaft via a spring drive unit

b. torque from the accessory gearbox
c. energy from the exhaust that would otherwise have been wasted
d. energy from the reduction gearbox
5. The power increase that occurs with initial increase in altitude when an engine has
an internal supercharger fitted, is due to:
a. the reduced weight of mixture being passed to the engine

b. the decreasing density of the atmosphere
c. the reducing exhausts back pressure
d. the increasing charge temperature
6. Rated Altitude is:
a. the height at which the boost pressure ceases to be effective with a specific
rpm set
b. a comparison between the boost pressure at sea level and that at a given
altitude
c. the maximum altitude at which Rated Boost can be maintained with Rated
rpm set
d. the altitude at which the wastegate becomes fully shut
7. The speed of the turbine of a turbocharger is controlled by:
a. the diversion of exhaust gases

b. controlling the exit of the exhaust gas passing out of the eye of the impeller
c. the use of a variable controller
d. an automatic gearbox positioned between the turbine and the impeller
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8. The turbocharger wastegate is spring loaded towards:
a. the open position

b. the closed position
c. a neutrally balanced partly open position
d. the maximum boost position
9. The turbocharger bearing is lubricated and cooled by:
a. its own internal self-contained oil system

b. the engine oil
c. a total loss system
d. a tapping in the scavenge oil system
10. Static Boost is:
a. always the ISA atmospheric pressure for the airfield altitude

b. obtained by opening the throttle to give a boost gauge reading of 30 in Hg or
0 psi.
c. the boost pressure gauge reading when the engine is not running. Selecting
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a suitable throttle position will give the same boost gauge reading when the
engine is running
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d. the difference between the induction manifold pressure and the exhaust
manifold pressure
11. The automatic boost pressure control capsules are made sensitive to:
a. atmospheric pressure
b. carburettor inlet pressure
c. boost pressure
d. cabin pressure differential
12. In order to maintain a constant boost pressure with increasing altitude, the ABC:
a. holds the throttle valve at a constant position

b. progressively opens the throttle valve
c. progressively closes the wastegate
d. progressively closes the throttle valve
13. “Boost pressure” is the:
a. inlet manifold pressure in pounds per square inch above or below standard
mean sea level pressure
b. absolute pressure in the inlet manifold measured in inches of mercury
c. absolute pressure in the inlet manifold measured in millibars
d. inlet manifold pressure in pounds per square inch above or below atmospheric
pressure
14. “Full Throttle Height” is:
a. the height at which the engine is at Rated Boost

b. the maximum height at which a specified boost can be maintained at a
specified rpm
c. the height at which the wastegate is fully closed
d. the cruising height for any specific boost
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15. The purpose of an intercooler is:
a. to minimize the risk of detonation

b. to increase the volume of the charge
c. to decrease the density of the charge
d. to prevent overheating of the exhaust manifold
16. The function of a diffuser in a supercharger is:
a. to decrease the temperature and increase the velocity of the charge

b. to increase the velocity and decrease the pressure of the charge
c. to decrease the velocity and decrease the pressure of the charge
d. to decrease the velocity and increase the pressure of the charge
17. Air enters the compressor of a turbosupercharger:
a. at the tip and passes across the impeller blades to exit at the eye
b. at the diffuser and exits at the impeller
c. at the eye and passes across the diffuser blades before exiting at the impeller
tip
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d. at the eye and passes across the impeller blades to exit at the tip
Questions
18. The wastegate of a turbosupercharger is fitted:
a. in the turbine bypass

b. in the inlet manifold
c. to maximize exhaust back pressure
d. in series with the turbine
19. The wastegate is operated by:
a. the automatic boost control unit

b. the wastegate actuator
c. inlet manifold pressure
d. exhaust gas temperature
20. With a turbocharger installed on the engine, its exhaust back pressure:
a. remains the same

b. is decreased
c. is increased
d. decreases in the climb
21. A high performance supercharger may require an intercooler to be placed:
a. between the supercharger and the inlet valve

b. at the carburettor intake
c. between each cylinder
d. between the engine block and the exhaust manifold
22. With an increase of compressor discharge pressure the fuel flow will:
a. increase
b. remain constant
c. decrease
d. increase, but only in proportion to altitude increase
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23. A turbocharger’s rotational speed is determined by:
a. the diversion of exhaust gas

b. the position of the throttle valve
c. the density of the air at the compressor intake
d. bleeding off excess exhaust pressure
24. During take-off from a sea level airfield with ISA conditions, the position of the
wastegate of a turbocharged engine is:
a. fully open
b. almost fully open
c. controlled by the throttle position
d. fully closed
25. Maximum Continuous Power (MCP) is:
a. unrestricted, but only if economical cruising power is set

b. the maximum power the engine will give at any time
c. given a 5 minute limitation
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d. unrestricted
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26. The primary purpose of a supercharger is to:
a. raise the temperature of the charge entering the cylinder

b. increase the mass of the charge entering the cylinder
c. improve the engine’s exhaust scavenging capability, and hence increase its
power output
d. allow the use of high octane fuel
27. The type of fuel used in a turbocharged engine would be:
a. AVTUR
b. AVGAS
c. AVTAG
d. AVPIN
28. At an idle or low power condition, the turbocharger wastegate is normally:
a. partially open
b. fully open
c. closed
d. half open
29. When the air or the mixture passes through the diffuser shroud, the energy
conversion is from:
a. kinetic to pressure
b. heat to potential
c. mechanical to heat
d. potential to kinetic
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30. The construction of a turbocharger ensures that the turbine and the compressor:
a. are on the same shaft

b. are on different shafts
c. are connected by mechanical gearing
d. are controlled by the ABC
31. The wastegate fitted to a turbocharger regulates the quantity of:
a. the mixture that enters the induction manifold

b. the atmosphere that can enter the compressor
c. the exhaust gas that will bypass the turbine
d. the exhaust gas that leaves the compressor
32. The main function of a supercharger is to:
a. increase the thermal efficiency of the engine

b. increase the compression ratio of the engine
c. maintain sea level pressure in the engine to above rated altitude
d. increase the volumetric efficiency of the engine
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33. The response of a turbocharged engine to rapid throttle opening, when compared
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to a normally aspirated engine:
a. is initially better, but exhaust back pressure will cause a flat spot
b. is always better
c. is worse
d. is identical
34. With a constant manifold pressure set during the climb, the power output from an
internally supercharged engine:
a. decreases
b. increases
c. remains constant
d. is unaffected by altitude change
35. An internal supercharger is one which:
a. is driven by exhaust gases

b. compresses the air
c. compresses the exhaust gases
d. compresses the mixture
36. If the wastegate of a turbocharged engine seizes in the climb before critical
altitude has been reached:
a. engine power will be automatically adjusted by the ABC

b. engine power will rise by approximately 10%
c. reducing back pressure will compensate for any loss in power
d. engine power will fall as the climb continues
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37. To prevent large acceleration loads on the compressor and the drive shaft of an
internal supercharger, it is usual to:
a. prohibit “slam” acceleration

b. incorporate a spring drive mechanism in the driving gears
c. rely on the inertia absorbing qualities of the exhaust gases
d. use a Vernier drive coupling
38. The rotational speed of the turbocharger of an engine which is at full throttle at
low altitude is:
a. between minimum and maximum

b. maximum
c. controlled by the ABC
d. minimum
39. Maintaining a constant manifold pressure in a turbocharged engine during the

climb will cause:
a. the exhaust gas temperature to decrease due to a decrease in exhaust back
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pressure
b. the wastegate to open
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c. the wastegate to progressively close
d. the diffuser rotational speed to increase
40. Overboosting an engine fitted with a turbocharger is prevented by the installation

of:
a. an automatic boost control unit

b. a manifold pressure gauge
c. a wastegate pressure controller
d. a suck in flap
41. A turbocharger which is designed to maintain sea level pressure at altitude is

termed:
a. an altitude-boosted turbocharger
b. a turbosupercharger
c. an internal supercharger
d. a ground boosted turbocharger
42. With the power lever opened for take-off power at sea level, the throttle butterfly
of an engine fitted with an internal supercharger would be:
a. fully open
b. in a choked position
c. partially open
d. fully closed
43. “Static Boost” is the manifold pressure indicated on the boost pressure gauge
when:
a. the engine is stopped

b. the engine is running at the manufacturer’s recommended idle speed
c. the engine is running at its rated power
d. the manifold gauge needle is opposite the lubber line
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44. The limit of the amount of supercharging that an engine can tolerate is reached
when:
a. maximum rpm is reached

b. the engine is at its rated altitude
c. maximum boost pressure is obtained
d. the engine starts to suffer from detonation
45. The rotational speed of a turbocharger is dependent upon:
a. engine rpm and wastegate position

b. engine rpm only
c. throttle position only
d. propeller pitch and altitude
46. The inlet manifold pressure of a turbocharged engine in an aircraft which is

climbing will:
a. increase to full throttle height and then fall

b. increase to critical height and then remain constant
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c. remain constant to critical altitude and then fall

d. decrease to critical altitude and then remain constant
Questions
47. The type of compressor normally used in a supercharger is:
a. an axial compressor
b. a Rootes compressor
c. a centrifugal compressor
d. a reciprocating thrunge compressor
48. The compressor output pressure of an internal supercharger is:
a. the same as manifold pressure

b. greater than the manifold pressure
c. sometimes greater, sometimes less than the manifold pressure
d. less than the manifold pressure
49. The position of the wastegate in a turbocharged engine is:
a. in the inlet manifold

b. downstream of the turbine
c. in parallel with the turbine
d. in parallel with the compressor
50. The maximum engine brake horsepower with a specified rpm and manifold
pressure set which permits continuous safe operation is termed:
a. maximum power
b. take-off power
c. critical power
d. rated power
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51. The compressor output of a turbocharger unit is:
a. the same as the manifold pressure

b. greater than the manifold pressure
c. sometimes greater, sometimes less than the manifold pressure
d. less than manifold pressure
52. Within the compressor of a turbocharger:
a. the pressure increases and the temperature decreases

b. both the pressure and the temperature increase
c. both the pressure and the temperature decrease
d. the pressure increases and the temperature remains constant
53. The type of compressor normally fitted to turbochargers and superchargers would
compress the air:
a. axially
b. co-axially
c. in the diffuser only
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d. centrifugally
Questions
54. If the wastegate of a turbocharged engine seizes during the climb, the manifold
pressure will:
a. remain constant
b. decrease
c. increase
d. initially increase and then decrease
55. To maintain the Rated Boost of a supercharged engine while reducing the rpm:
a. the throttle valve must be opened

b. the wastegate must be closed
c. the wastegate must be opened
d. the throttle valve must be closed
56. The effect of selecting Rated Boost, but less than Rated rpm on the climb, would be
that:
a. the Rated Altitude would be lower

b. the Full Throttle Height would be less
c. the Rated Altitude would be higher
d. the Full Throttle Height would be higher
57. The Automatic Boost Control Unit operates:
a. the Boost Control Lever

b. the wastegate
c. the throttle butterfly
d. the rpm gauge and the manifold pressure gauge
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11 Questions
58. Boost pressure is indicated on:
a. the cylinder head temperature gauge

b. the manifold pressure gauge
c. the fuel pressure gauge
d. the rpm gauge and the manifold pressure gauge
59. With an increase of compressor discharge pressure, the fuel flow will:
a. decrease
b. remain constant
c. initially increase, but subsequently decrease
d. increase
60. Superchargers are used to overcome:
a. the decrease in density due to the increase in altitude

b. the increase in temperature due to the increase in altitude
c. the fuel density variation that occurs with an increase in altitude
d. the exhaust back pressure
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61. The boost pressure of a turbocharged engine is controlled by:

Questions
a. adjusting the throttle position

b. varying the speed of the turbocharger
c. the ABC
d. changing engine rpm.
62. In a supercharger, the mixture:
a. enters through the eye of the impeller and leaves at the periphery
b. enters at the periphery and leaves through the eye
c. enters through the turbine and leaves through the compressor
d. enters through the compressor and leaves through the turbine
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Questions
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11 Answers
Answers
1 2 3 4 5 6 7 8 9 10 11 12
a b b c c c a a b c c b
13 14 15 16 17 18 19 20 21 22 23 24
a b a d d a b c a a a b
25 26 27 28 29 30 31 32 33 34 35 36
d b b c a a c d c b d d
37 38 39 40 41 42 43 44 45 46 47 48
b a c b a b a c a c c a
49 50 51 52 53 54 55 56 57 58 59 60
c d b b d b a b c b d a
61 62
11
a a
Answers
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Chapter
12
Piston Engines - Propellers
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
Fixed Pitch Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
Variable Pitch (Constant Speed) Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
Alpha and Beta Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
Variable Pitch Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
Single Acting Propeller - Principle of Operation . . . . . . . . . . . . . . . . . . . . . . . . . 169
Double Acting Propeller - Principle of Operation . . . . . . . . . . . . . . . . . . . . . . . . . 170
The Constant Speed Propeller - Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
The Simple Constant Speed Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172
Propeller Control Unit - PCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
Feathering and Unfeathering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
Feathering and Unfeathering a Single Acting Propeller . . . . . . . . . . . . . . . . . . . . . 177
Beta Range Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
Synchronizing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
Synchrophasing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182
Torque Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183
Checks to Be Carried out on a Propeller after Engine Start . . . . . . . . . . . . . . . . . . . 184
Diesel Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
Questions - Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
Questions - Piston Engine General Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
Answers - Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
Answers - Piston Engine General Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
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Introduction
Purpose of a Propeller
The purpose of a propeller is to convert the power delivered by an engine into propulsive
thrust in order to propel an aircraft. This is achieved by the acceleration of a comparatively
large mass of air rearwards, thereby producing forward thrust (remember Newton’s third
law). The acceleration applied is not large when compared with other reaction systems. The
aerodynamic considerations of the propeller are fully discussed in the Principles of Flight book.
It is recommended that the relevant chapters are read together with this chapter.
Blade Geometry
A propeller consists of two or more aerodynamically shaped blades attached to a central hub.
This hub is mounted onto a propeller shaft driven by the engine. The whole assembly is rotated
by the propeller shaft, rather like rotating wings.
Like a wing, a propeller blade has a root and a tip, a leading and trailing edge and a cambered
cross-section whose chord line passes from the centre of the leading edge radius to the trailing
edge. The forward, cambered side is called the ‘back’ of the blade, while the flat, rearward
facing side is termed the pressure or thrust ‘face’. At the root area, where the section of the
blade becomes round, this is termed the blade ‘shank’, while the base of the blade, where any
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pitch-change mechanism would have to be attached, is called the blade ‘butt’.
Figure 12.1 Blade nomenclature
Figure 11.1 Blade Nomenclature
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Blade Terminology
Most of the terms in the diagram below are explained fully in the Principles of Flight book and
are repeated here as a reminder. Those that are important from the mechanical point of view
we will discuss further.
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Figure 12.2 Terminology.

Figure 11.2 Terminology
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Pitch, or Blade Angle

The propeller blade is set into its hub so that its chord line forms an angle with the plane of
rotation of the whole propeller. This is called pitch, or blade angle.
12
Figure 12.3 Blade angle
Angle of Attack
The path of the propeller blade through the air, a helix, determines the direction from which it
will receive its relative airflow. This path is the resultant of blade rotational velocity and aircraft
forward velocity. The blade angle is chosen so that the leading edge is pointing into the relative
airflow at a small angle of attack. (Ideally 2-4 degrees).
Figure 12.4 Angle of attack
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Blade Twist or Wash-out

As the rotational speed of any
point on a propeller blade
increases with its radius from
the centre of the hub, then
the magnitude of the total
reaction generated along the
blade will also increase with
increase of radius.
This would lead to a marked

increase in thrust developed
at the outer part of the blade
when compared with the root
area, which would exaggerate
the bending forces along the
blade. Figure 12.5
To even out the thrust developed along the blade, the angle of attack is maintained by reducing
the blade angle from root to tip.
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Fixed Pitch Propellers

Disadvantages
A fixed pitch propeller receives its relative airflow from a direction governed by the aircraft’s
true airspeed (TAS) in the direction of flight and its own rpm in the plane of rotation. The
operating angle of attack will be the angle between the relative airflow and the chord line of
the propeller blade. This chord line will be set at an angle to the plane of rotation; the “blade
angle” or propeller “pitch angle”.
Referring to Figure 12.6, it can be seen that an increase in TAS will reduce the angle of attack,
whereas an increase in rpm will increase it.
Figure 12.6 Reduced TAS and increased rpm
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Propeller Efficiency
At high forward speed/low rpm (power off dive) it is possible to reduce the angle of attack to
zero, while at low TAS/high rpm (climb) it is possible to stall the propeller blade. Both extremes
are obviously inefficient and therefore undesirable. The conclusion that must be drawn is that
for a given fixed pitch, a propeller will only work efficiently at one combination of TAS and
rpm. The efficiency achieved will usually be in the range 80-90% and is properly rendered as:
Thrust Power × 100
Propeller efficiency % =
Engine Power
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Figure 12.7 Propeller efficiency curves
With a fixed pitch propeller being driven by a piston engine, the rpm is dependent on the
power setting (throttle position) selected by the pilot and the TAS of the aircraft. It would
be possible to overspeed the engine in a dive if the throttle were not backed off (closed).
Conversely, with the aircraft stationary on the ground it may not be possible to achieve rated
rpm with the throttle fully open.
Variable Pitch (Constant Speed) Propellers

Advantages over Fixed Pitch Propellers
The power setting of a piston engine is defined by a combination of manifold pressure (boost)
and rpm. Where separate Power Lever and rpm Lever control is provided, it is possible to vary
one while leaving the other constant, so optimizing the operation of the engine/propeller
combination to give best efficiency/fuel economy and least engine wear and tear.
In order to achieve this a “Variable Pitch” propeller must be used; enabling the pilot to select
a propeller pitch and thus to vary rpm independently of manifold pressure, provided that the
propeller is operating between its internal fine and coarse pitch stops.
Once an rpm has been selected, a control unit (CSU - Constant Speed Unit or PCU - Propeller
Control Unit) will automatically vary the propeller pitch angle and therefore its angle of attack
to the prevailing relative airflow in order to maintain the selected rpm despite airspeed and
manifold pressure variations.
Variable pitch propellers can also incorporate a “Feathering” feature, the advantages of which
will be discussed later in this chapter.
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Alpha and Beta Range

Definitions
Referring to Figure 12.8, it can be seen that it is possible to provide a range of propeller blade
angles ranging from “feathered”, as coarse as it is possible to go, all the way to “reverse pitch”,
as fine as it is possible to go in normal propeller control.
The “Alpha” (flight) range of pitch angles ranges from “feathered” to “flight-fine” pitch, while
the “Beta”(ground) range of angles is from “flight fine” pitch to “reverse” pitch.
The method of control within alpha and beta ranges will be described later in this chapter.
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Figure 12.8 Alpha and Beta range.
Variable Pitch Propellers

The basic problem with varying pitch is twofold; one of actuation and one of control. The
problem(s) and normal methods of solution will be examined in turn.
Actuation
Theoretically it should be perfectly possible to design either pneumatic or electrical actuation
of a propeller’s pitch change mechanism, the former is unknown and the latter quite rare.
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The preferred method of pitch change actuation has turned out to be hydraulic, utilizing the
engine’s lubrication system as the source of hydraulic power. The pressure boosted where
necessary by a small, additional oil pump mounted in the CSU or PCU.
Single Acting Propeller - Principle of Operation

A single acting propeller is constructed basically like any other, in that the blades are arranged
around a central, engine-driven hub with the cylindrical hydraulic pitch-change mechanism
mounted to the front.
The pitch change cylinder contains a moveable piston which is pushed rearwards by boosted
engine oil pressure. Although it is possible to arrange things otherwise, usually this rearward
movement of the piston will turn the propeller blades towards fine pitch. This is accomplished
by a mechanical linkage behind the piston operating an actuating pin on the butt of each
blade; off-set so as to impart the correct range of angular motion.
12
Figure 12.9 The single acting propeller
Blade rotation towards coarse pitch is provided by either a spring, or centrifugally actuated
counter weights. Most propellers of this type, however, will contain both. Some propellers
replace the spring with compressed gas, requiring a reversal of the hydraulic direction.
The springs have a dual function, they assist the centrifugal counterweights in operating the
propeller blades to coarse pitch and, where this facility is provided, actuate the blades into the
feathered position when rpm is low with consequent loss of centrifugal action.
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CSU/PCU Functions (Figure 12.12 & Figure 12.15)

The function of the control unit in controlling rpm at the pilot’s command is to control the oil
flow in three modes:
• Oil supply to fine pitch. (rpm increases)
• Oil shut off/hydraulic lock. (rpm steady)
• Drain of fine-pitch oil back to scavenge. (rpm decreases)
Double Acting Propeller - Principle of Operation

The double acting propeller may be similar in mechanical operation to the single acting unit,
or may achieve pitch angle change via a cam-slot operated, rotating bevel gear actuating bevel
gear segments at the base of each blade.
The link operated mechanism will be used as the generic type for study purposes.
This type of propeller has a similar, if rather larger pitch change cylinder mounted to the front
of the hub. It also contains a hydraulic piston, but this is now isolated from the centre of the
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hub and the fore-and-aft links provided with pressure seals. This allows hydraulic pressure to be
directed to either side of the piston. Fine-pitch oil to one side and coarse-pitch oil to the other.
Assistance from springs or centrifugal counter-weights is therefore not required.
Figure 12.10 The double acting propeller.
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CSU/PCU Functions (Figure 12.12 & Figure 12.15)

As with the single acting propeller’s controller, there are three control modes for the CSU/PCU:
• Deliver fine-pitch oil. (Increase rpm). Allow drain of coarse-pitch oil.

• Oil shut off/hydraulic lock. (Constant rpm).
• Deliver coarse-pitch oil. (Decrease rpm). Allow drain of fine-pitch oil.
The Constant Speed Propeller - Operation

A constant speed propeller must be capable of all the pitch change operations mentioned
above, as selected by operation of the rpm lever in the aircraft cockpit. It must also be capable
of maintaining a selected rpm, within its own operational limits, through changes in airspeed,
altitude and power setting.
When the CSU senses that rpm is as selected, no action ensues. However, changes in any of the
above mentioned external conditions will result in a tendency to either increase rpm above, or
decrease rpm below that selected.
A tendency for rpm to increase, an overspeed condition, must be met with a supply of oil to
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the coarse pitch side of the pitch change unit’s piston. The pitch will then coarsen and propeller

torque will rise as a result of the increase in the blade angle of attack. Propeller torque now
exceeds engine torque and will cause rpm to decrease back to the selected setting. As rpm
drops back to where it should be, the valve selection in the CSU which caused the oil flow in
the first place must be removed progressively.
A tendency for the propeller to underspeed must be met with the opposite reaction. A supply
of oil must be sent to the fine pitch side of the operating piston to decrease the propeller’s
pitch angle. This will decrease the propeller’s torque. Engine torque now exceeds propeller
torque, so rpm will tend to rise to regain the pilot’s selection. When propeller torque equals
engine torque, rpm remains constant.
Figure 12.11 Propeller with various pitch angles.
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The Simple Constant Speed Unit

Propeller pitch change and thus rpm are controlled by the Constant Speed Unit (CSU). This is
engine driven and thus detects any changes to engine rpm so as to correct it via propeller pitch
changes. Coarse pitch to correct an overspeed and fine pitch to correct an underspeed.
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Figure 12.12 A simple constant speed unit.
A CSU is engine driven from a convenient gear, usually at the front of the engine, just behind
the propeller itself. The drive shaft usually also drives a small oil pressure boosting pump to
raise the pressure of the engine’s own lubrication supply to a more useful figure. (120-200 psi
would be satisfactory.)
The drive also rotates a centrifugal flyweight assembly in which the weights are “L” shaped and
arranged to provide the upward movement of a double-landed hydraulic control valve. This
upward force is opposed by a coil spring (speeder spring) acting downward on the control valve.
This spring is arranged such that its compressive downward force may be adjusted through the
up and down movement of a rack and pinion. The pinion is rotated by pilot operation of the
rpm lever. Pushing the rpm lever forward will rotate the pinion so that the rack is pushed down,
compressing the spring and tending to push down the control valve. Pulling the rpm lever to
the rear will result in spring compressive force being reduced.
The “On Speed” Condition

The control valve receives pressure oil from the engine and the CSU booster pump and is
arranged so that the oil is trapped and prevented from passing to the pitch change cylinder
while the engine is “on speed” with no change of rpm selected. This is because the selected
spring pressure downwards is exactly balanced by the flyweight force upwards as in Figure
12.12
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The “Overspeed” Condition

Should the engine’s torque exceed the torque generated by the propeller during flight, rpm
would tend to rise. This will lead to a rise in centrifugally generated flyweight force and lift up
the control valve against the spring force.
The rise of the control valve will expose the coarse pitch line to the pitch change cylinder so
that pressure oil may flow to the coarse pitch side of the piston. At the same time, the fine
pitch line is exposed and connected to drain.
The propeller blades will move towards coarse pitch, increasing their angle of attack to the
relative airflow, generating more total reaction and thrust and raising the propeller’s torque.
12
Figure 12.13 Overspeed condition.
When the propeller’s higher torque matches the engine’s torque, the rise in rpm will be arrested,
the rpm returning to the selected setting. When this is achieved, the flyweights will fall back to
their previous, balanced position with regard to spring force, the coarse and fine oil ports will
close and the CSU resumes the “on speed” condition.
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The “ Underspeed” Condition

In this condition the propeller’s torque exceeds the engine’s torque, causing rpm to decrease.
Centrifugal flyweight force will decline and the CSU’s spring force will now exceed that produced
by the flyweight assembly. The flyweights will collapse inwards. This will cause the control valve
to be pushed down by the spring force, exposing the fine pitch oil port to pressure, while
connecting the coarse pitch oil port to drain.
Pressure oil will now flow to the fine pitch side of the pitch change piston, moving the propeller
blades to a smaller angle of attack to the relative airflow. This will, in turn, cause a decrease in
total reaction, thrust and propeller torque.
12
Figure 12.14 Underspeed condition.
The engine’s torque will now exceed that produced by the propeller and rpm will tend to
rise. This will produce a rise in propeller torque until it once again matches that of the engine.
Flyweight force will also increase with the rise in rpm until it once again exactly balances the
selected spring force. The control valve will be returned to the neutral position with both
fine and coarse pitch ports closed off. The CSU and propeller are now back “on speed”.
The movement of the control valve during normal operation is very small and the change in
propeller rpm is smooth and progressive.
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Propeller Control Unit - PCU

This unit is generally similar to the basic CSU and controls a propeller in the same way. It is
used with turboprop engines, particularly those controlled by a single flight deck lever instead
of the more usual double presentation of separate power and rpm levers. As this single lever
is connected to both the PCU and engine Fuel Control Unit (FCU), rpm and fuel flow are
altered together. This enables the engine to overcome the combined inertia of propeller and
compressor/turbine assembly together in a co-ordinated fashion, allowing rapid acceleration
without the danger of over-stressing the turbine and other “hot end” components.
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Figure 12.15 A PCU.
It can be observed from Figure 12.15 above that the PCU contains a number of additional
components when compared with a basic CSU.
Mechanical Feathering Lever

This lever is located in a PCU, above the standard components and is a means of mechanically
lifting the control valve upward into the feather position when the engine high pressure (HP)
cock is closed in flight.
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Valve Lift Solenoid and Piston - Autofeathering

In the event of a low torque signal in the engine’s torque meter system, coupled with a high
power selection, a turboprop’s propeller is usually furnished with the means to feather itself.
“Autofeather”. This leaves the pilot free to concentrate on controlling the aircraft, which may
be close to the ground during take-off or go-around.
The PCU has a “Valve Lift Solenoid” which is energized at the same time as a separate feathering
pump’s electric motor is energized. The separate feathering oil supply is now able to go to the
valve lift piston, raising the control valve into an exaggerated coarse pitch (feather) position.
The feathering oil supply can now go to the coarse pitch side of the pitch change piston,
pushing it onto the feathering stop as the fine pitch oil drains away. The feathering stop is an
internal stop, within the pitch change mechanism, which coincides with that blade position,
edge-on to the aircraft’s airflow, which will generate zero aerodynamic force in either direction.
The propeller will stop, unless some drive force is applied.
Pitch Lock Solenoid - Ground Fine and Reverse Pitch

Many turboprop and a few high-powered piston engined aircraft are provided with a means
to aerodynamically reverse the pitch of their propellers or to select a super-fine pitch, (ground
fine), several degrees finer than the finest pitch available in flight (flight fine). This latter being
confined to those turboprops whose gas generator spool and propeller drive are physically
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connected.
The mechanical details within the pitch change mechanism will be discussed later, but the PCU
contains a “Pitch Lock Solenoid” which, when energized will allow pressure oil to flow directly
to the pitch lock mechanism within the pitch change cylinder. So effecting the change from
flight fine to ground fine pitch or, where so provided, opening the way to the reverse pitch
range.
Feathering and Unfeathering

Should one of the engines on a multi-engine aircraft fail, its CSU would sense a drop in engine
torque and rpm and, operating normally, would drive the propeller on that engine towards
fine pitch in an effort to keep the rpm up to the selected level.
This would result in the propeller being put into a “windmilling” situation; with its pitch change
piston sitting on the flight fine pitch stop. The first result would be a very large asymmetric drag,
leading to a violent yaw towards the failed engine. Secondly, if the engine was to continue to
turn, driven by the propeller, it would be in serious danger of complete mechanical breakdown
and possibly fire.
So, to minimize drag and prevent further damage the propeller is provided with a means to
turn the blades into an edge-on, null position where no aerodynamic force is generated either
forwards or backwards. This is called “Feathering” the propeller.
In normal circumstances there would, of course, be no requirement to unfeather a failed

engine. What would be the point? However, aircraft manufacturers, mindful of the large
market for training aircraft worldwide, will usually provide an unfeathering facility in order
that asymmetric flight may be practised during training.
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Feathering and Unfeathering a Single Acting Propeller
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Figure 12.16 Feathered propeller & prop control gate showing feather.
Feathering - Single Acting Propeller

To feather a single acting propeller, the propeller (rpm) control lever is moved fully to the rear
and then dog-legged to one side or pushed inward (according to the particular linkage) to
allow a further rearward movement into the “feathered” position.
This raises the rack in the CSU as far as it will go, simulating an exaggerated “overspeed”
condition by removing all loading from the speeder spring and allowing the flyweights to fly
right out if the engine is running and lifting the control valve right up. Most CSUs cater for the
engine stopped situation (zero flyweight force) by arranging that a full feather selection will
bypass the speeder spring to physically lift the control valve upwards.
Any oil in the pitch change cylinder can now drain away allowing the counter weights, if the
engine is turning, or, the spring if not, to push the piston onto the feathering stop.
Unfeathering - Single Acting Propeller

The speeder spring is given some pressure by moving the propeller lever to a position parallel
with the lever of the operating engine. This moves the control valve down, ensuring that any
pressure oil will be directed to fine pitch. It is common practice, where single acting propellers
are used to provide a reserve of pressurized oil in an accumulator; trapped by a non-return
valve and released by a solenoid operated valve.
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The oil is released into the CSU by energizing the solenoid via a cockpit mounted button. The
oil will force the piston off the feather stop towards fine pitch. As soon as there exists an angle
of attack to the aircraft’s relative airflow, aerodynamic reaction will cause the propeller and
engine to turn. Ignition and fuel, in accordance with the operating manual, are all that are
required to achieve restart.
By not placing the propeller control lever to its maximum rpm setting, a violent over-swing in
yaw is prevented as the engine power is restored.
12
Figure 12.17 CSU with unfeathering accumulator
Centrifugal Latch (Feathering Stop)

When an aircraft with a single acting propeller is stopped on the ground after flight, the
propeller will be in fully fine pitch. There is a considerable quantity of pressure oil trapped in
the fine-pitch side of the pitch change cylinder, holding the propeller in the fully fine position,
but opposed by the force of the feathering spring. After shutdown, the trapped pressure
will gradually leak away through the fine clearances of the CSU control valve. The feathering
springs will gradually push the propeller blades towards the fully feathered position overnight.
While this condition would be acceptable on a free turbine turboprop, this would result in an
unacceptably high loading on the engine starter motor for a piston engine. To prevent this,
centrifugal latches, disengaged with the engine running, will be engaged at an rpm below
the manufacturer’s chosen setting, typically 700 rpm. This latch assembly engages latch pins
attached to the rear of the pitch change piston after forward movement equivalent to about
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5° of blade angle, preventing it from being pushed further forward and into the feathered
position by the feathering spring.
When the engine is started, oil pressure will quickly build up and re-position the propeller pitch-
change piston onto the fine pitch stop, moving the blades to fully fine pitch. Centrifugal force
will disengage the latch system as rpm is raised through 700, up to warm-up setting - 1100 -
1200 rpm.
When centrifugal latches are fitted, it is not possible to feather a failing engine once rpm has
fallen below the latch setting. It is thus important to complete the feathering drill before this
occurs.
Feathering - Double Acting Propeller

As a double acting propeller has no mechanical assistance from counterweights, springs etc.,
all actuation must be hydraulic. Reference to Figure 12.18 below shows that a protected source
of feathering oil is provided. Usually as an isolated part of the main oil tank in a dry-sump
lubrication system. This oil is sent to the propeller by an electrically driven “Feathering Pump”.
The pilot’s basic control selection for feathering the propeller remains the same. The rpm lever
is brought back to full coarse, then the feathering stop/gate is negotiated and the lever taken
12
further back into the “feather” position. This lifts the CSU/PCU control valve fully upwards,
ensuring oil feed to the coarse pitch side of the pitch change piston and drain from the fine

pitch side. The “Feather” button in the cockpit is pushed in, energizing a button hold-on relay
and, in turn, the feathering pump relay to drive the pump.
Feathering oil now passes through the CSU/PCU, pushing the pitch change piston onto the
feathering stop. Oil pressure will now build up, operating a pressure operated cut-off switch
(often called the POCOS) which will interrupt supply to the button hold-on coil. The feathering
button releases, de-energizing the feathering pump relay and the pump stops.
Figure 12.18 Typical feathering installation.
Unfeathering - Double Acting Propeller

As any aero-engine if free to rotate, will unfeather itself by windmilling action, all that is required
is that the blades are moved a few degrees away from the feathered position. The rpm lever
is taken out of the feathering gate and placed alongside the lever of the other, live engine(s).
This pressurizes the speeder spring and pushes the control valve down to arrange fine pitch
supply and coarse pitch drain. The feathering button is now pressed to run the feathering
pump. Once windmilling has started, the button needs to be physically pulled out, overcoming
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the hold-on coil and thus stopping the pump. The rest of the restart drill is accomplished in
accordance with the aircraft operating manual.
Beta Range Operation

Some turboprop engines are provided with a system of control defined by “Alpha” and “Beta”
ranges of propeller operation. The Alpha range is used at high speed during the take-off run, in
flight and during the initial, high speed part of the landing roll-out. The Beta range, however, is
used only on the ground. It is selected during the landing roll-out by removal of the flight fine
pitch stop inside the propeller’s pitch change cylinder.
Most propellers make this selection via a lever on the central control console, sometimes the
throttle lever. Warning lights then illuminate to indicate that all propellers have carried out the
selection, which is merely to move to a much finer pitch setting termed “Ground Fine Pitch”.
There will be a significant aerodynamic braking effect as the propeller goes into ground fine
pitch. Power control is normal while taxiing and during the initial part of the take-off run. Later
in the take-off run, however, the normal process of pitch coarsening with increasing TAS will
cause the “Flight Fine Pitch” stop (inside the pitch control unit) to re-engage automatically.
Later propellers may be equipped with a much greater range of blade movement in the Beta
12
range. Extending from around +8° to -3° pitch (full reverse), it is similarly selected at the same
time as the older system, i.e. during the high-speed, initial part of the landing roll-out. In this
case however, the braking effect from reverse pitch is much better than would result from
merely ground fine.
When the flight fine pitch stop is withdrawn, the power lever can be moved rearward, through
the gate into the Beta range. Weight-on-wheels switches ensure that this can only happen
on the ground. With the propeller (rpm) lever left at fully fine (max. rpm), the Beta range is
controlled by rearward movement of the power lever. Pitch is increasingly made more negative
as power is increased. Rpm varies with PCU governor control being over-ridden as the power
levers are so arranged as to raise and lower the PCU control valve to obtain the pitch changes
required. A mechanical feed-back system resets the control valve to neutral once the required
pitch angle has been obtained.
While the propeller blades are transiting into the reverse position, the PCU speeder spring
is pushed downwards to give a downward selection of the control valve. This simulates an
underspeed, ensuring that any pressure oil will be sent to the fine pitch side of the pitch change
piston. The follow-up cam on the blade root via a yoke, cam and beam linkage will remove the
control valve selection when the desired blade angle has been achieved.
Synchronizing
In order to reduce tiring noise and vibration on propeller driven aircraft, the engine/propeller
assemblies are often provide with a means to equalize the rpm. A Synchronization system will
reduce the annoying “beat frequency” and lower noise levels significantly.
The aircraft will have a designated “Master Engine” whose PCU can generate an rpm signal to a
control unit also receiving rpm signals from the other “slave” engines. When the synchronizing
system is engaged, any rpm differences between the master and slave engines will be sensed
by the control unit. This generates proportional, positive or negative current output to torque
motors mounted on the slave PCUs; such that lower rpm will cause the torque motor to turn
one way, while higher rpm will cause a rotation of the torque motor in the opposite direction.
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12
The torque motor rotation will reset the speeder spring to ensure a correction to slave rpm.
When no difference in rpm exists between “master” and “slave”, no output is sent to the
slave torque motors. Many aircraft are provided with a visual indication (synchroscope) of slave
engine rpm differences in the form of miniature propellers which only rotate when an rpm
difference exists.
12
Figure 12.19 Woodward synchronization system for a light twin
Figure 12.20 The master engine arrangement of a transport aircraft
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Synchrophasing
A further significant improvement in noise levels can be obtained by ensuring that adjacent
propeller tips are separated by some optimum angle to prevent noisy interference. Some
aircraft provide the pilot with a means of manually “fine tuning” this angle to obtain the
quietest result.
Figure 12.21 Synchrophasing positions
Reduction Gearing
12
Purpose
Where a powerful aero-engine needs a large propeller to convert its power into thrust, too
large a diameter would bring the risk of sonic compressibility and blade flutter if the propeller
were rotated too fast.
In order to be able to use a large diameter propeller, the engine, turning at its maximum rpm,
cannot be directly connected to the propeller; so the drive speed must be reduced to a more
suitable level by a reduction gear placed in the driveline between engine and propshaft.
Reduction Gear Types
Parallel Spur Gear

This type of reduction gear, while mechanically simple and relatively cheap to produce, takes
up a lot of room at the front of the engine as the axes of the gears are parallel. It has been used
mostly on V type, in-line, water-cooled engines. e.g. Rolls Royce Merlin and Griffon.
Figure 12.22 Two types of spur type reduction gear arrangement
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Epicyclic Reduction Gear

This layout is quite compact
and has the advantage of
concentric layout. Everything
rotating about the same
centre line. The gears may
be straight cut, bevelled,
or helically cut to impart a
degree of end-thrust which,
being proportional to the
torque passing through to
the propeller, may be used to
provide a torque indication
system in the engine’s
instrumentation.
Figure 12.23 Spur & bevel planetary gears
Torque Meter
Purpose
The torque meter is provided to give the pilot information about the amount of power he is
12
deploying from his engines during any phase of flight. It may be calibrated in torque units such

as pounds feet (lb.ft) or newton metres (Nm), Percentage (%) or pounds per square inch (psi),
or any other suitable unit of power.
Operation
There are two main varieties of torque signalling systems:
• E
lectronic - where the twist
of an intermediate drive
shaft, being proportional
to the transmitted power,
is measured electronically
and the angle signal used
to drive the torque meter.
This is inherently lighter
and more reliable than
other types.
• O
il pressure - where the
end thrust of a helically
cut planet wheel or the
torque reaction of a ring
Figure 12.24
gear is used to alter the oil
pressure of the torque transmission system. This pressure is then read off on the torque
meter gauge. Figure 12.24 shows the ring gear system.
When the engine is running, the pinions (planet gears) are being driven around the stationary
gear by the central input shaft from the engine. The thrust reaction to the pinion’s movement
will try to rotate the stationary gear backwards.
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The stationary gear is allowed to float, its movement being opposed by oil pressure generated
by the torque meter pump. Within cylinders, exposed to torque meter pump output, two
pistons are operated by lever arms attached to the “stationary” gear. One of the pistons
partially covers a bleed port.
Under low power conditions, the bleed orifice is at maximum area so that torque meter oil
pressure is balancing the thrust on the stationary gear. Increased power tends to try to rotate
the stationary gear, forcing the pistons further into the cylinders. This reduces the bleed orifice
area as well as physically pressurizing the oil. The effect being to raise oil pressure as a function
of propeller torque to balance the thrust on the stationary gear.
Checks to Be Carried out on a Propeller after Engine Start

Introduction
The checks to be carried out and the methods used will vary from aircraft type to aircraft type
and from propeller type to propeller type. In addition to the checks to be described, it should
be remembered that there are many other checks carried out on propellers. Most of them are
maintenance orientated, but of course, a pilot is responsible for a thorough pre-flight visual
inspection of the propeller before engine start-up.
12
Single Acting Propeller - PA34-200T SENECA Aircraft

After start-up, the engine oil must be warmed up to the level prescribed in the operating
manual before any checks are commenced. The checks form part of the normal “after start”
and “before take-off” checks.
The first check is a part of the “Power Check”:
Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1900 rpm
Propeller (rpm lever) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EXERCISE

Check - rpm drops when min rpm selected.
rpm returns to 1900 when max rpm selected.
Repeat.
Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1500 rpm
Propeller Feathering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Throttle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CLOSE/SET 1200 rpm
“Before Take-off”
Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX rpm
Propeller De-icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
If icing condition expected during or immediately after take-off:
Select - ON
Check - Propeller de-icing ammeter.
- Both alternator ammeters.
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Double Acting Propeller

The checks to be carried out
are much the same. There
will, of course, be detail
differences in basic rpm
settings etc., but the object
will be the same. To ensure
rapid response to rpm control
lever signals.
It is necessary, once the

lubricating oil in the
main engine has warmed
sufficiently, to exercise the
pitch change mechanism.
This will evacuate the cold,
sluggish oil from the pitch
change cylinder and purge
it from the CSU and oil
passages.
12
As with the Seneca, once the

oil has warmed, there will
be an engine test procedure
which will involve causing Figure 12.25 A typical light twin powerplant controls arrangement
the pitch change piston to
traverse from the fine-pitch
stop to the feathering stop more than once. With a double acting propeller, there is not only
double the amount of actuating oil in circulation, but also an extra system to check. The correct
functioning of the feathering pump may have to be ascertained, along with the functioning of
the pressure operated cut-out switch.
Diesel Engines
The diesel engine generally runs at a lower rpm and higher torque than a conventional engine.
The good torque outputs translate into greater static-thrust values allowing the aircraft greater
take-off performance levels.
These features also allow the use of Constant Speed Propellers with typically more blades than
a conventional gasoline powered unit.
Gearboxes may be used to ‘step-down’ the engines output rpm to match engine/propeller
performances. Propeller-control in the modern diesel is co-ordinated with the fuel delivery by
means of a ‘single-lever’ concept similar in principle to the turbo-prop.
Fuel scheduling, propeller pitch, torque-monitoring and other parameters are controlled
electronically by the FADEC unit.
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12 Questions
Questions - Propellers
1. The blade angle of a propeller is the angle between:
a. the root chord and the tip chord of the propeller

b. the chord and the airflow relative to the propeller
c. the chord of the propeller and the longitudinal axis of the aircraft
d. the propeller chord and the plane of rotation of the propeller
2. The blade angle:
a. is constant along the propeller blade

b. decreases from root to tip
c. increases from root to tip
d. varies with changes in engine rpm
3. The geometric pitch of a propeller is:
a. the distance it would move forward in one revolution at the blade angle
b. the angle the propeller chord makes to the plane of rotation
c. the distance the propeller actually moves forward in one revolution
d. the angle the propeller chord makes to the relative airflow
12
Questions
4. A right hand propeller:
a. rotates in a clockwise direction when viewed from the rear

b. is a propeller fitted to the right hand engine
c. rotates in an anti-clockwise direction when viewed from the rear
d. is a propeller mounted in front of the engine
5. The angle of attack of a fixed pitch propeller:
a. depends on forward speed only

b. depends on forward speed and engine rotational speed
c. depends on engine rotational speed only
d. is constant for a fixed pitch propeller
6. During the take-off run a fixed pitch propeller is:
a. at too coarse an angle for maximum efficiency

b. at too fine an angle for maximum efficiency
c. at the optimum angle for efficiency
d. at the optimum angle initially but becomes too coarse as speed increases
7. For an aircraft with a fixed pitch propeller, an increase in rev/min during the take-
off run at full throttle is due to:
a. an increase in propeller blade slip

b. the engine overspeeding
c. a more efficient propeller blade angle of attack
d. the propeller angle of attack increasing
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Questions
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8. An aircraft with a fixed pitch propeller goes into a climb with reduced IAS and
increased rev/min. The propeller:
a. angle of attack will decrease

b. pitch will decrease
c. angle of attack will increase
d. angle of attack will remain the same
9. For an aircraft with a fixed pitch propeller, propeller efficiency will be:
a. low at low speed, high at high speed

b. high at low speed, low at high speed
c. constant at all speeds
d. low at both low and high speed, and highest at cruising speed
10. The blade angle of a fixed pitch propeller would be set to give the optimum angle:
a. during take-off
b. during the cruise
c. at the maximum level flight speed
d. for landing
12
11. Propeller torque results from the forces on the propeller:
Questions
a. caused by the airflow, giving a moment around the propeller’s longitudinal
axis
b. caused by centrifugal effect, giving a moment around the propeller’s
longitudinal axis
c. caused by the airflow, giving a moment around the aircraft’s longitudinal axis
d. caused by centrifugal effect, giving a moment around the aircraft’s
longitudinal axis
12. The thrust force of a propeller producing forward thrust:
a. tends to bend the propeller tips forward

b. tends to bend the propeller tips backward
c. tends to bend the propeller in its plane of rotation
d. causes a tension load in the propeller
13. A propeller which is windmilling:
a. rotates the engine in the normal direction and gives some thrust
b. rotates the engine in reverse and gives drag
c. rotates the engine in reverse and gives some thrust
d. rotates the engine in the normal direction and gives drag
14. For an aircraft with a right hand propeller the effect of slipstream rotation acting
on the fin will cause: (see Chapter 16, Book 13 Principles of Flight).
a. yaw to the left

b. roll to the left
c. yaw to the right
d. nose up pitch
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12 Questions
15. To counteract the effect of slipstream rotation on a single engine aircraft:
a. the fin may be reduced in size

b. a “T” tail may be employed
c. the fin may be off-set
d. the wings may have washout
16. The gyroscopic effect of a right hand propeller will give: (see Chapter 16, Book 13
Principles of Flight)
a. a yawing moment to the left whenever the engine is running

b. a yawing moment to the left when the aircraft rolls to the right
c. a nose-up pitch when the aircraft yaws to the right
d. a yaw to the right when the aircraft pitches nose up
17. The alpha range of a variable pitch propeller is between:
a. feather and flight fine pitch stop

b. feather and ground fine pitch stop
c. flight fine pitch stop and reverse stop
d. ground fine pitch and reverse stop
12
18. When the CSU is running “on speed”:

Questions
a. the governor weight centrifugal force balances the CSU spring force
b. the CSU spring force balances the oil pressure
c. the governor weight centrifugal force balances the oil pressure
d. the supply of oil to the CSU is shut off
19. If the engine power is increased with the propeller lever set then:
a. the governor weights move out, blade angle decreases, rpm decreases,
weights remain out
b. the governor weights move in, blade angle increases, rpm decreases, weights
move out
c. the governor weights move out, blade angle increases, rpm decreases, weights
move in
d. the governor weights move out, blade angle increases, rpm decreases, weights
move in, blade angle decreases again
20. The purpose of the centrifugal feathering latch on a single acting propeller is to
prevent:
a. CTM turning the propeller to fine pitches

b. the propeller from accidentally feathering at high rpm
c. the propeller from feathering on shutdown
d. the propeller from overspeeding if the flight fine pitch stop fails to reset
21. A hydraulic accumulator may be fitted to a single acting propeller to provide

pressure for:
a. normal constant speed operation of the propeller

b. operation of the propeller in the event of failure of the CSU pump
c. feathering and unfettering the propeller
d. unfettering the propeller
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Questions
12
22. If it is required to increase the rpm of a variable pitch propeller without moving the
power lever, the propeller lever must be moved:
a. forward, the governor weights move inwards, blade angle increases

b. backward, the governor weights move outwards, blade angle decreases
c. forwards, the governor weights move inwards, blade angle decreases
d. forwards, the governor weights move outwards, blade angle decreases
23. The CSU incorporates an oil pump. Its purpose is:
a. to provide pressure to feather the propeller

b. to provide pressure to unfeather the propeller
c. to increase the engine oil pressure to a higher pressure to operate the
propeller pitch change mechanism
d. to ensure adequate lubrication of the CSU
24. A propeller blade is twisted along its length:
a. to compensate for the Centrifugal Twisting Moment

b. to maintain a constant angle of attack from root to tip of the blade
c. to increase the thrust given by the tip
d. to maintain constant thrust from root to tip
12
25. Propeller torque is:
Questions
a. the tendency of the propeller to twist around its longitudinal axis
b. the helical path of the propeller through the air
c. the turning moment produced by the propeller about the axis of the
crankshaft
d. the thrust produced by the propeller
26. The greatest stress on a rotating propeller occurs:
a. at the tip
b. at about 75% of the length
c. at the mid point
d. at the root
27. The Beta range of a propeller is from:
a. the feather stops to the flight fine pitch stop

b. the feather stops to the ground fine pitch stop
c. the feather stops to the reverse pitch stop
d. the flight fine pitch stop to the reverse pitch stop
28. An ‘auto-feathering’ system senses:
a. low rpm
b. decreasing rpm
c. high torque
d. low torque
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12 Questions
29. What happens to the pitch of a variable pitch propeller in order to maintain
constant rpm when (i) IAS is increased and (ii) Power is increased?
(i) (ii)
a. increases decreases
b. decreases increases
c. increases increases
d. decreases decreases
30. Propellers may have an ‘avoid’ range of rpm:
a. to avoid resonance peaks which could lead to fatigue damage to the propeller
b. to avoid excessive propeller noise
c. because the engine does not run efficiently in that rpm range
d. to avoid the possibility of detonation occurring in the engine
12
Questions
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Questions
12
Questions - Piston Engine General Handling

1. What is the preferred direction for aircraft parking prior to start-up?
a. Tail into wind

b. Nose into wind
c. 1st engine to be started on windward side
d. Facing towards the duty runway threshold to enable easy taxi-out
2. Prior to starting a piston aero-engine (in-line inverted) and after ensuring that the
ignition is “OFF”, which check may have to be carried out?
a. Check that the pilot’s flying licence is still in-date

b. No further checks are necessary
c. Obtain start-up permission from the Tower
d. Carry out a check for engine hydraulicing
3. When an engine starts up and the starter key is released, to what position does the
key return?
a. “OFF”
b. “ON”
12
c. “BOOSTER”
Questions
d. “BOTH”
4. Immediately an engine has started up, what is the first instrument reading to be
checked?
a. Oil pressure
b. Battery volts
c. Gyro erection
d. Vacuum
5. What would be the likely effect of prolonged running with a weak mixture?
a. Overheating
b. Failure to come up to correct running temperature
c. Carburettor icing
d. High oil pressure
6. Should over-priming cause a fire to start in the engine’s carburettor during starting,
what is the best immediate action?
a. Evacuate the aircraft and make a “flash” call to the airport fire services
b. Shut down the engine. The fire will extinguish itself
c. Keep the engine turning on the starter motor and select “idle cut-off”. The fire
should be drawn through the engine
d. Select weak mixture on the mixture control and rapidly increase rpm
7. When is the “Reference rpm” of an engine established?
a. Before the first flight of the day

b. During engine warm-up
c. By the engine’s manufacturer during “Type Testing”
d. When the engine is first installed in an aircraft
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12 Questions
8. When is “Static Boost” noted?
a. Before engine start

b. Just after engine start, while warming up
c. It is permanently marked on the boost gauge
d. It must be calculated from the airfield QNH
9. At what rpm is a magneto “dead cut” check carried out?
a. At ground warm-up rpm

b. At reference rpm
c. At take-off rpm
d. During the “Mag. drop” check
10. If, during a “Mag. drop” check the engine cuts, what action must be taken?
a. Immediately switch to “Both” and recheck

b. A grounding wire has broken and not earthing the primary circuit
c. The engine must be stopped
d. Decrease rpm to idle for no more than 1 minute. Reselect reference rpm and
recheck
12
11. If, during a “Mag. drop” check there is no drop in rpm, what is the most likely
cause?
Questions
a. A really good ignition system

b. One of the switches being seized in the open circuit position
c. One of the switches being seized in the closed circuit position
d. The plug leads from that magneto have not been connected
12. What are the main reasons to exercise a propeller from fine to coarse pitch after
warm-up?
a. In order that a pilot may practise propeller control technique before take-off
b. To pre-set the feathering signal before take-off, in case of an emergency
c. To check that a full range of control is available at take-off boost
d. To replace the cold oil in the pitch change mechanism and check rpm control
13. At what mixture and carb. heat setting is a take-off normally carried out?
a. Fully weak and carb. heat fully off

b. Fully rich and carb. heat fully on
c. Fully rich and carb. heat fully off
d. Fully weak and carb. heat fully off
14. Why, when climbing, is the engine temperature monitored carefully?
a. A low temperature will be the only sign that pre-ignition is occurring

b. Decreasing air density will reduce the engine cooling system’s efficiency
c. A low engine temperature can give rise to poor atomization of fuel, and thus
adversely affect Specific Fuel Consumption
d. Use of high power at relatively low speed can allow engine temperature to
creep up
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Questions
12
15. When cruising in a fixed-pitch propeller equipped aircraft, what, from the list
below, would be the symptoms of carburettor icing?
1. Increase in manifold temperature

2. Decrease in rpm
3. Loss of airspeed
4. Increase in engine temperature
5. Loss of altitude
6. Loss of oil temperature
7. Increase in rpm
Choose from the following:
a. 2, 3 and 5
b. 1, 2 and 7
c. 4, 5, 6 and 7
d. 3, 4, 5 and 7
16. What is the main danger from using a weak mixture at a high power setting?
a. Low cylinder head temperature

b. Low fuel pressure
12
c. Pre-ignition
d. Detonation
Questions
17. What are the most likely effects on an engine of a low power, high speed descent?
a. Engine overspeeding and consequent damage

b. Engine overcooling and carburettor icing
c. Engine overheating and oil cooler coring
d. High oil temperature and piston ring gumming up
18. What problem is prevented by the use of the correct running down procedure?
a. Spark plug fouling

b. Oil cooler coring
c. Very high rate of piston ring wear
d. Over high temperatures on next start-up
19. What is the correct way to shut down an engine?
a. Switch off both magnetos together

b. Switch off the fuel booster pump
c. Move the mixture control to ICO
d. Feather the propeller when at idle rpm
20. What are the two main symptoms of an excessively rich mixture?
a. Loss of power and a drop in cylinder head temperature

b. Gain in power and a drop in cylinder head temperature
c. Loss of power and a rise in cylinder head temperature
d. Gain in power and a rise in cylinder head temperature
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12 Answers
Answers - Propellers
1 2 3 4 5 6 7 8 9 10 11 12
d b a a b a c c d b c a
13 14 15 16 17 18 19 20 21 22 23 24
d a c d a a c c d c c b
25 26 27 28 29 30
c d d d c a
Answers - Piston Engine General Handling

1 2 3 4 5 6 7 8 9 10 11 12
b d d a a c d a a c b d
13 14 15 16 17 18 19 20
c d a d b a c a
12
Answers
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GAS TURBINES
ATPL GROUND TRAINING SERIES
Order: 9812
13 Gas Turbines - Introduction

13
Gas Turbines - Introduction
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Chapter
13
The History of the Gas Turbine Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199

The Principles of the Gas Turbine Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
The Working Cycle of the Gas Turbine Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
A Pressure Volume Diagram of the Working Cycle . . . . . . . . . . . . . . . . . . . . . . . . . 202
Constant Pressure Combustion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
The Temperature Limit of the Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Application of the Gas Laws in the Gas Turbine Engine . . . . . . . . . . . . . . . . . . . . . . 203
Duct Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Airflow Through a Pure Straight Turbojet Engine . . . . . . . . . . . . . . . . . . . . . . . . . 206
Airflow Through a Turboprop Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Airflow Through a Turboshaft Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
Airflow Through a Low Bypass Ratio Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Airflow Through a High Bypass Ratio (Turbofan) Engine . . . . . . . . . . . . . . . . . . . . . 210
Propulsive Efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Modular Construction Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
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The History of the Gas Turbine Engine

Simply stated, jet propulsion can be described as the force which is generated in the opposite
direction to the flow of gas or liquid under pressure which is escaping through an opening or
hole.
The force that makes a lawn sprinkler rotate when water flows through it is one example of jet
propulsion that is readily apparent in everyday life, and the thrust that sends rockets into the
night sky on Guy Fawkes Night is another.
Whatever the form that the device utilizing jet propulsion takes, it is essentially a Reaction
Engine which operates on the principle of the Third Law of Motion as stated by the English
physicist, Sir Isaac Newton, in 1687.
The first known use of a reaction engine was by Hero of Alexandria in 250 BC. Hero’s engine,
Figure 13.1, consisted of a sphere into which steam was introduced under pressure.
The steam was introduced through apertures which also formed the bearings upon which the
sphere was allowed to rotate.
When the steam was allowed to escape through two bent tubes mounted opposite one
another on the surface of the sphere, it created a thrust which caused the sphere to rotate
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around its axis.
Figure 13.1
The idea to use a jet reaction engine for aircraft is not new. In 1913 a design for an Aerodynamic
Thermal Duct (Athodyd) was suggested by a French engineer named Lorin but it was not until
1941 that Sir Frank Whittle’s jet engine powered an aircraft in flight.
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Figure 13.2 Athodyd and Whittle Engine.

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The Principles of the Gas Turbine Engine

The principle of the Gas Turbine Engine is basically the same as that of the piston engine/
propeller combination, they both propel a mass of air backwards.
From: Force = Mass × Acceleration.
In a gas turbine engine the Mass is the air delivered by the compressor. Acceleration is the
difference in the outlet velocity Vo of the air, to that of its inlet velocity VI, due to the addition
of heat energy.
Thrust Force is therefore m × (Vo - Vi) + Pressure Thrust
Written scientifically as Thrust = W(Vo - Vi) + Pressure Thrust (See Chapter 20)
The propeller drives a relatively large mass backwards fairly slowly, while the gas turbine throws
a small mass of air backwards relatively quickly.
Newton’s Third Law states:

For every force acting on a body, there is an equal and opposite reaction.
In the two cases quoted earlier, the propeller and the gas turbine engine, the force created by
the mass of air and its velocity generates a reaction in the opposite direction driving the aircraft
forwards.
It must be remembered that the jet reaction does not result from the pressure of the jet
on the atmosphere, in all instances the resultant reaction or thrust exerted on the engine
is proportional to the mass or weight of air expelled by the engine and the velocity change
imparted to it.
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The Working Cycle of the Gas Turbine Engine

The working cycles of both the four-stroke piston engine (the Otto cycle) and the gas turbine
engine (the Brayton cycle) are very similar, see Figure 13.3.
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Figure 13.3 A comparison of the working cycles of the piston engine & the gas turbine engine.
The induction, compression, combustion, power and exhaust of the Otto cycle is matched by
induction, compression, combustion and exhaust in the Brayton cycle.
In the gas turbine engine however, combustion theoretically occurs at a constant pressure,
whereas in the piston engine it occurs at a constant volume. Power is developed in the turbine
of the engine.
Other differences concern the continuous manner in which these processes occur in the gas
turbine engine as opposed to the intermittent procedure occurring in the piston engine.
Only one of the strokes is utilized in producing power in the piston engine, the other three
effectively absorbing power, while in the gas turbine engine the three ‘idle’ strokes have been
eliminated, thus allowing more time for the burning of fuel.
This is one of the reasons why the gas turbine engine has a greater power/weight ratio than
the piston engine.
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A Pressure Volume Diagram of the Working Cycle

The pressure volume diagram shown in Figure 13.4, The Brayton Cycle, represents the working
cycle of the gas turbine engine in its simplest form.
Air at atmospheric pressure enters the engine at point A and is compressed along the line A-B.
Fuel is added in the combustion chambers signified by point B and burnt, in theory at a constant
pressure.
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Figure 13.4 A pressure volume diagram of the working cycle of a gas turbine
engine.
In actual fact, there are pressure losses in the combustion chamber created by having to
produce swirl and turbulence, this causes a pressure drop throughout its length of between
3-6%. Nevertheless, a considerable increase in the volume of the air is generated within the
combustion chamber.
Between points C and D the gas generated through combustion expand in the turbine and the
jet pipe, theoretically attaining a value equal to atmospheric pressure before being ejected.
Constant Pressure Combustion

As previously stated, theoretically combustion occurs at a constant pressure in the gas turbine
engine. This is achieved partly through the continuous process of the Brayton cycle and the fact
that the combustion chamber is not an enclosed space.
These circumstances ensure that there are no fluctuations of pressure in the engine as there
are in the piston engine, where peak pressures greater than 1000 lb per square inch have to be
accommodated. These pressures necessitate utilizing extremely strong and heavy construction
in the piston engine and if detonation is to be avoided, the use of high octane fuels.
In contrast, in the gas turbine engine, the use of low octane fuels and relatively light construction
methods are the rule rather than the exception.
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The Temperature Limit of the Engine

The turbojet is a heat engine, the higher the temperature attained in combustion the greater
the expansion of the gases and hence the greater efficiency of the engine. There is however a
limit to the amount of heat that can be released into the turbine from combustion.
This limit is imposed by the materials from which we manufacture the nozzle guide vanes and
the turbine blades.
The use of modern materials and extremely efficient cooling methods in the nozzle guide
vanes and the turbine blades have enabled the use of much higher gas temperatures in the
latest engines with the consequence that they have a higher thermal efficiency than their
predecessors.
Application of the Gas Laws in the Gas Turbine Engine

The air, which is the working fluid of the gas turbine engine, experiences various changes in its
pressure, temperature and volume due to its receiving and giving up heat during the working
cycle of the engine.
These changes conform to principles inherent in a combination of Boyle’s Law and Charles’s
Law.
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Boyle’s Law states that:

If a given mass of gas is compressed at a constant temperature, the absolute pressure is inversely
proportional to its volume.
or P×V=K
In isolation, this law is not much use to us because in practice we cannot compress a gas at a
constant temperature, however, if we use it in conjunction with Charles’s Law it becomes more
useful.
V
Charles’s Law = K states that:
T
If a gas is heated at a constant pressure, the change in volume will vary directly with the change
in the absolute temperature, the change being the same for all perfect gases.
Thus, the volume of a given mass of gas which remains at a constant pressure is directly
proportional to the absolute temperature of that gas.
This law on its own is a little better, at least in theory we have combustion occurring at a
constant pressure in the gas turbine engine, but as we have seen, it does not happen in practice.
Combined Gas Law states that:
The product of the pressure and the volume of a quantity of gas divided by its absolute
temperature is a constant.
P×V
or: = K
T

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Simply stated, this means that the product of the pressure and volume of the air throughout
each stage of the working cycle is proportional to the absolute temperature of the air at that
stage.
The three main stages when these conditions change are during compression, combustion and
expansion.
During compression
Work is done to increase the pressure and decrease the volume of the air. There is a
corresponding rise in its temperature. Higher compression ratios give higher thermal efficiency
and low specific fuel consumption. Changes in outside air temperature will affect the density
of the air. A decrease in temperature will increase air density and the compressor will have to
work harder on the air; this will be indicated by a drop in engine rpm, if not compensated by
the fuel control unit.
During combustion
The addition of fuel to burn with the air increases the temperature and there is a corresponding
rise in its volume at an almost constant pressure.
During expansion
When some of the energy in the gas stream is being converted to mechanical energy by the
turbine, there is a decrease in the pressure and temperature of the gas with a corresponding
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increase in its volume.

These changes in the temperature and pressure of the gas, as well as the changes in the velocity
of the gas can be seen in Figure 13.5.
Figure 13.5 Changes in pressure, temperature & velocity in a single spool axial flow engine.
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Duct Design
As the air passes through the engine there are various changes demanded in its velocity and
pressure. For example, throughout the compression stage, the air must be compressed but
without any appreciable increase in its velocity.
Another example is at the exhaust nozzle, where the pressure of the gas is dropped to that of
ambient with a considerable increase in its velocity.
These changes in pressure and velocity are accomplished by the different shaped passages or
ducts through which the air must pass before it exits the engine. The design of these ducts
is extremely important because the efficiency with which the changes from velocity (kinetic)
energy to pressure (potential) energy and vice versa occur are reflected in the overall efficiency
of the engine. The illustrations in Figure 13.6 show two examples of the use of different duct
shapes used within the engine.
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Figure 13.6 The use of divergent & convergent ducts to control the passage of airflow through the engine.
In the top example it can be seen that the use of a divergent duct will increase the pressure
of the air after it leaves the final stage of the compressor and before it enters the combustion
chamber. This air, sometimes called ‘compressor delivery air’, is the highest pressure air in the
engine (see Figure 13.5). The advantage here is twofold, first an increase in pressure with no
expenditure of energy in driving the compressor, secondly, a decrease in velocity which will
serve in making the task of the combustion chamber less difficult.
The bottom example in Figure 13.6 shows how the use of a convergent duct is used to accelerate
the gas as it passes through the nozzle guide vanes on its way to the turbine blades.
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The torque applied to the turbine blade is dependent, among other things, upon the rate of
gas flow into it, it follows then that the faster we can make the gas flow into the turbine, the
more torque we can transfer to it.
Logically therefore, if we convert some of the considerable pressure energy of the gas stream
into kinetic energy, it will be more efficient in imparting a turning effect upon the turbine and
its shaft.
Airflow Through a Pure Straight Turbojet Engine

Figure 13.7 shows a single spool axial flow compressor turbojet engine.
When a compressor and turbine are joined on one shaft the unit is called a spool. This type was
for a long time considered to be the most useful where an engine with a small frontal area was
required, such as in fighter aircraft where a high forward speed was the main criterion.
There were however problems with the control of the smooth flow of air through the engine
throughout its rotational speed range, more of this later.
The flow follows conventional patterns, from the compressor the air is fed into the combustion
chambers as with the turboprop engine, and similarly fuel is now added to give the substantial
increase in volume required.
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Figure 13.7 A single spool axial flow compressor turbojet engine.
The energy required to drive the compressor is now extracted from the gases as they pass
through the turbine, the remaining energy is extracted to act as thrust as the gases pass to
atmosphere via the end of the jet pipe.
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Airflow Through a Turboprop Engine

Figure 13.8 illustrates both a centrifugal compressor turboprop engine and an axial flow
compressor turboprop engine.
The output from a turbo-propeller engine is the sum of the shaft power developed at the
turbine and the residual jet thrust. This is called Equivalent Shaft Horsepower (ESHP).
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Figure 13.8 Centrifugal and axial compressor turboprop engines.
The major difference between the turboprop and the turbojet is how in the former almost all
the energy in the gas stream is converted into mechanical power.
In the turbojet a high proportion of the gas stream energy is utilized to drive the compressor as
it is in the turboprop, but whereas in the turbojet the energy that remains is used as thrust, the
energy that remains in a turboprop engine is used to drive the propeller. Only a small amount
of ‘jet thrust’ is available from the exhaust system of a turboprop with an efficient turbine, it
can be described as ‘residual thrust only’.
Apart from this difference, the airflow through the engine is virtually the same in either case.
The compressor passes the air to the combustion chamber where the fuel is added and a
substantial increase in the volume of the air is obtained at a nominal constant pressure.
The gas is now expanded in the turbine where a drop in the temperature, pressure and velocity
is exchanged for the mechanical energy to drive the compressor/s and the propeller through
its reduction gear.
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Airflow Through a Turboshaft Engine

The turboshaft engine can be thought of as a turboprop engine with the propeller replaced by
a shaft. Turboshaft engines can be used to drive helicopter rotors.
They can also used in applications where a compact supply of electrical power is required, their
output shaft being attached to an alternator. This is the type of engine normally used as the
Auxiliary Power Unit (APU) on most modern transport aircraft.
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Figure 13.9 A single spool turboshaft engine incorporating a free power

turbine.
Most, if not all, turboshaft engines incorporate a Free Power Turbine.
A free power turbine is one that is not connected to any of the compressors. This frees it from
the constraint of having to rotate at a speed that suits the compressor and this gives it a much
wider operating speed range.
The single spool turboshaft engine illustrated in Figure 13.9 has a reverse flow combustion
chamber system. This allows the engine to be much shorter, stiffer and lighter than it otherwise
would, but does add the requirement for a centrifugal compressor to be used in the high
pressure stage. This allows for the air to be thrown out radially in order that it can enter the
combustion chamber in the correct direction.
Other than this deviation, the airflow follows that previously described for the turbojet engine
up to the point where it leaves the high and low pressure turbines. Having converted sufficient
energy to drive the two compressors, the gas now passes through the free power turbine
where all of the remaining energy can be used to drive whatever is attached to it.
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Airflow Through a Low Bypass Ratio Engine

The Bypass Ratio is the ratio of the mass airflow which flows through the fan-duct (bypass
duct) to the mass of air which is directed through the hot core. A low ratio is considered to be
in the region of about 1 or 2:1, whereas a high ratio would be around 5:1.
1200
Example: Fan Mass-flow 1500 lb Bypass Ratio = = 4:1
300
Core Mass-flow 300 lb
The engine shown in Figure 13.10 is a twin spool, low bypass ratio engine. The airflow as far
as the end of the low pressure compressor is identical to that of a pure turbojet, but then the
airflow splits into two. An amount depending on the bypass ratio will flow down the bypass
duct and the remainder continues into the high pressure (HP) compressor.
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Figure 13.10 A twin spool low ratio bypass turbojet
P = Gas Pressure
T = Gas Temperature
N = Rotating Assembly
Each symbol is accompanied by a number which identifies its position from the front to rear of
the engine.
Rolls Royce have historically used the designations listed below and shown in Figure 13.10.
P0 T0 = Ambient P6 T6 = LP Turbine Exit
P1 T1 = Inlet P7 T7 = Exhaust
P2 T2 = LP Compressor Delivery P8 T8 = Propelling Nozzle
P3 T3 = HP Compressor Delivery N1 = LP Compressor/Turbine
P4 T4 = Turbine Entry N2 = HP Compressor/Turbine
P5 T5 = HP Turbine Exit
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From the HP compressor the air follows the now familiar path through the combustion
chambers and into the turbine before it rejoins the bypass air in the mixer unit of the exhaust
system.
The propulsive efficiency of both the low and high ratio by-pass engines is much greater than
that of the pure turbojet at the speeds normally associated with jet transport aircraft. Propulsive
efficiency was explained earlier
This also follows for the specific fuel consumption which is appreciably lower for the high ratio
bypass engine.
Airflow Through a High Bypass Ratio (Turbofan) Engine

The experience gained through manufacturing and operating the low bypass ratio type of
engine proved that engines dealing with larger comparative airflows and lower jet velocities
could give propulsive efficiencies comparable to those of turboprops and greater than turbojets
at normal cruising speeds. The advent of the fan jet engine had arrived.
The triple spool front fan turbojet engine shown in Figure 13.11 represents probably the most
successful example of this type of engine, the Rolls Royce RB 211.
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Figure 13.11 Triple spool front fan turbojet
The air enters the intake and passes immediately into the low pressure compressor, more
commonly called the fan. Here its pressure is raised before it splits to go either through the
bypass duct or into the intermediate pressure compressor, the amount depending upon the
bypass ratio.
The thrust of this type of engine is almost completely dependent on the bypass airflow which
has a high mass and relatively low velocity, hence its good propulsive efficiency. The air which
passes through the intermediate and high pressure compressors has a great deal of energy
added in the combustion chambers, but this energy is required to drive the compressors.
The rearmost, or the low pressure turbine, is responsible for extracting virtually all of the energy
that remains in the gas stream to drive the front fan.
If it is efficient in doing its job then there should be only residual thrust remaining when the hot
gases emerge from the turbine.
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Propulsive Efficiency
Thrust is the product of mass times acceleration. It can be demonstrated that the same amount
of thrust can be provided either by imparting a low acceleration to a large mass of air, or by
giving a small mass of air a large acceleration. In practice the former is preferred, since it has
been found that the losses due to turbulence are much lower and the propulsive efficiency is
higher. The levels of propulsive efficiency for several different types of gas turbine engine are
shown in Figure 13.12, below.
The efficiency of conversion of kinetic energy to propulsive work is termed propulsive or

external efficiency. This is affected by the amount of kinetic energy wasted by the propelling
mechanism.
Work Done on Aircraft
Propulsive Efficiency =
Work Done on Airflow + Work Wasted in Exhaust
2V
Propulsive Efficiency formula is written as: PE = where V is aircraft Speed
V +VJ
and VJ is Jet Velocity
Example 1.
A low bypass turbojet engine has a forward velocity (V) of 200 mph and a jet velocity (VJ)
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of 1000 mph.

2V 2 × 200 400 1 100
= = = × = 33%
V +VJ 200 + 1000 1200 3 1
Example 2.
A low bypass turbojet engine has a forward velocity (V) of 600 mph and a jet velocity (VJ)
of 1000 mph.
2V 2 × 600 1200 3 100

= = = × = 75%
V +VJ 600 + 1000 1600 4 1
It can be seen from these examples that the closer the aircraft speed comes to the speed of the
jet efflux, the more efficient the propulsion unit becomes.
Figure 13.12 The propulsive efficiencies of gas turbine

engines.
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The highest propulsive efficiency at low airspeeds is offered by the turbo-propeller engine
combination. However, above about 350 miles per hour, the propeller’s efficiency does drop
off quite rapidly due to the disturbance of the airflow at the tips of the blades.
In comparison with the turboprop, the propulsive efficiency of the pure turbojet appears quite
poor at the lower airspeeds.
As the airspeed increases in excess of 800 miles per hour however, the propulsive efficiency
starts to improve beyond the capability of the turboprop engine to match it, and from then
on there is no comparison, the eventual outcome being a propulsive efficiency close to 90%.
Cruising speeds in the order of 800 miles per hour are at present out of the reach of most
transport aircraft and this fact means that in the mid-speed range, where most of the world’s
transport aircraft operate, there is a niche for the bypass type of engine.
This type, which includes the ducted fan or turbofan engine, has a propulsive efficiency which
fits neatly between that of the turboprop and the pure turbojet. By dealing with comparatively
larger mass airflows at lower jet velocities the bypass type engine attains a propulsive efficiency
which exceeds that of both the turboprop and the pure turbojet at the speeds normally
associated with jet transport aircraft.
To summarize. The closer the aircraft speed comes to the speed of the jet efflux exiting the
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engine, the higher the Propulsive Efficiency of the engine/propeller combination.

Modular Construction Methods

The use of larger and larger aircraft has meant that air travel has become less and less expensive.
This concept works well as long as the aircraft themselves work well. If however one restricting
component on a large aircraft, such as an engine, becomes unserviceable, then the expense
involved in keeping three or four hundred passengers fed, accommodated and happy becomes
exorbitant.
Engine manufacturers, in an attempt to minimize the financial burden imposed upon the users
of their equipment in the event of failure, have started to use Modular Construction Methods
which facilitate changing sections of an engine rather than the whole engine. Figure 13.13
shows how the engine is split into several modules.
Figure 13.13 Modular construction units.
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Questions
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Questions
1. When gases pass through a convergent duct their:
a. velocity and temperature increase and their pressure decreases

b. their velocity increases and their temperature and pressure decrease
c. their velocity decreases and their temperature and pressure increase
d. they expand adiabatically
2. Select the correct order of best propulsive efficiency, from low to high airspeed.
a. High bypass ratio turbojet, Low bypass ratio turbojet, Pure turbojet,
Turboprop
b. Low bypass ratio turbojet, Pure turbojet, Turboprop, High bypass ratio
turbojet
c. Pure turbojet, Turboprop, High bypass ratio turbojet, Low bypass ratio
turbojet
d. Turboprop, High bypass ratio turbojet, Low bypass ratio turbojet, Pure
turbojet
3. The highest pressure in a gas turbine engine occurs:
a. between the compressor and the combustion chamber
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b. in the combustion chamber
c. in the jet pipe
Questions
d. at the P1 probe
4. In a turbofan engine, the fan speed is controlled by:
a. a reduction gear
b. a wastegate
c. the turbine
d. varying the pitch
5. In a High Bypass Ratio engine:
a. all of the air goes through both the low and high pressure compressors
b. not all the air goes through the high pressure compressor
c. not all the air goes through the low pressure compressor
d. all the air goes through the high pressure compressor
6. Modular construction:
a. is only used on turboprop engines

b. cannot be used on high ratio engines
c. has a weight saving function
d. enables malfunctioning sections of the engine to be changed without
changing the whole engine
7. The Bypass Ratio of an engine is the ratio of:
a. primary air to tertiary air

b. cold stream air to that flowing through the hot core of the engine
c. exhaust gas pressure to air intake pressure
d. primary air to secondary air
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13 Questions
8. The Gas Turbine Engine uses the principle of:
a. Newton’s Third Law of motion

b. creating thrust equal to the weight of the aircraft
c. expelling air at the same speed as that of the aircraft
d. the fluid flywheel
9. The addition of heat in a combustion chamber allows a:
a. large expansion at a substantially constant pressure

b. large expansion at a constant volume
c. large expansion at a decreasing static pressure
d. minimum expansion at a constant volume
10. In a divergent duct:
a. the pressure decreases and the temperature and velocity increases

b. the pressure, velocity and temperature increases
c. the pressure temperature increases and the velocity decreases
d. the pressure decreases, the temperature increases and the velocity remains
constant
11. In a twin spool engine:

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a. the LP compressor is connected to the HP compressor

b. the HP turbine is connected to the LP compressor, the LP turbine is connected
Questions
to the HP compressor
c. the LP turbine is connected to the LP compressor, the HP turbine is connected
to the HP compressor
d. the HP turbine is connected to the LP turbine, the HP compressor is connected
to the LP compressor
12. A Bypass Ratio of 5:1 means that:
a. 5 pounds of air is bypassed for every 10 pounds entering the engine intake
b. 5 pounds of goes through the HP compressor for every 10 pounds that enters
the intake
c. 10 pounds of air goes through the bypass for every 5 pounds that enters the
intake
d. 5 pounds of air is bypassed for every 1 pound that goes through the hot core
of the engine
13. Aft of the compressor:
a. the velocity of the airflow remains the same

b. the velocity of the airflow decreases before the combustion chamber
c. the velocity increases before the combustion chamber
d. the air pressure decreases before the combustion chamber
14. The fan in a ducted fan engine, is driven by:
a. the high pressure turbine

b. the rearmost turbine
c. the intermediate pressure turbine
d. all of the above
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Questions
13
15. In a bypass engine, the bypass air:
a. increases the air mass flow and therefore increases the propulsive efficiency
b. cools the combustion chamber and therefore increases the thermal efficiency
c. reduces the air mass flow and therefore increases the propulsive efficiency
d. increases the air mass flow and therefore reduces the propulsive efficiency
16. The majority of the thrust of a:
a. turbofan engine comes from the turbine exhaust

b. turboprop engine comes from the turbine exhaust
c. turboshaft engine comes from the free power turbine exhaust
d. turbofan engine comes from the bypass air
17. A pure turbojet engine gives:
a. a small acceleration to a large mass of air

b. a large acceleration to a large mass of air
c. a small acceleration to a small mass of air
d. a large acceleration to a small mass of air
18. During the Brayton cycle, combustion takes place:
a. continuously
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b. once every revolution
c. once every other revolution
Questions
d. only during the start cycle
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13 Answers
Answers
1 2 3 4 5 6 7 8 9 10 11 12
b d a c b d b a a c c d
13 14 15 16 17 18
b b a d d a
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Answers
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Chapter
14
Gas Turbines - Air Inlets
Air Inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219

Operational Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
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14 Gas Turbines - Air Inlets

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Air Inlet
The engine air inlet is built into the airframe or the forward part of the nacelle installation. It is
so designed to provide a relatively turbulent free supply of air to the face of the low pressure
compressor or fan. The design of the intake duct is vital to the performance of the engine
under all airspeeds or angles of attack to avoid compressor stall.
The simplest form of intake is a single entrance circular cross-section ‘pitot’ type. It is normally
straight in wing mounted engines, but can be shaped to form an ’S’ shaped duct for tailcone
mounted engines (727, TriStar). Unstable airflow in an S duct can be a common occurrence
particularly during crosswind take-offs.
The pitot type of intake maximizes the use of ram effect and suffers the minimum loss of ram
pressure as altitude increases. Efficiency of this type of intake reduces as the aircraft approaches
sonic speed due to the formation of a shock wave at the intake lip.
The air inlet is usually divergent in a subsonic intake and this divergence allows a reduction of
velocity and an increase of pressure at the compressor face as the airspeed increases.
The pressure within the intake of a gas turbine engine while it is being run on a stationary
aircraft is below ambient pressure. This is because of the high velocity airflow through the
intake. As the aircraft begins to move the pressure within the inlet starts to rise. The point
when inlet pressure returns to ambient is known as ram pressure recovery.
14
This point is usually reached at about Mach 0.1 to Mach 0.2. As the aircraft speed increases

even further the inlet produces more and more ram compression which allows the engine
compression ratio to increase. This in turn generates more thrust without costing any increase
in fuel flow. This is illustrated below.
Figure 14.1 Ram recovery pressure
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14 Gas Turbines - Air Inlets

Operational Considerations
Take-off
The engine air inlet is designed to maintain a stable airflow to the compressor face, anything
that disrupts the airflow and causes it to be turbulent may cause he compressor to stall or
surge.
The intake cannot cope with high angles of attack and be expected to maintain a stable
airflow. One of the most critical times is during acceleration of the engine to take-off power.
Any crosswind may affect the airflow into the intake, particularly those aft body mounted
engines having an ‘S duct’ type of intake, (TriStar, 727). To avoid the possibility of stall and
surge the procedure defined in the operating manual must be followed which typically is to
get the aircraft moving forwards before smoothly increasing the power setting to the take-off
value by 60 - 80 knots approx. (rolling take-off).
Icing
Inlet icing can occur if conditions are conducive, typically this would be if the ambient
temperature is below +10°C, there is visible moisture, standing water on the runway or the
RVR is less than 1000 metres. If these conditions exist the pilot should activate the engine anti-
icing system.
Damage
Damage to the intake or any roughness internally in the intake may cause the incoming air
14
to be turbulent and may disrupt the airflow into the compressor causing stall or surge. Be
particular during intake inspection to notice damage, uneven skin panels, surface roughness
etc.
Foreign Object Ingestion

Damage to compressor blades is invariably caused by ingestion of foreign objects while the
aircraft is on or close to the ground. Pay particular attention to the area on the ground in front
of the engine intakes prior to engine start to ensure that it is free of loose stones and other
debris. This is particularly important for wing mounted engines whose intake is close to the
ground. It is no coincidence that aft body mounted engines whose intake is above the aircraft
fuselage suffer much less with foreign object ingestion.
In-flight Turbulence
Heavy in-flight turbulence can not only spill the coffee but can seriously disrupt the airflow into
the engines. Using the operating handbook turbulence penetration speed and the correct rpm
or Engine Pressure Ratio (EPR) will reduce the possibility of compressor malfunction. It may
also be prudent or a requirement to activate the continuous ignition to reduce the probability
of engine ‘flame out’.
Ground Operations
The vast majority of compressor damage is caused by Foreign Object Damage (FOD). Damage
to the compressor blades leads to changes in the geometry of the system which can cause
performance deterioration, compressor stall and even engine surge. To prevent such damage
being caused it is essential that the operators of gas turbine engines should take precautions
which preclude the entry of debris into the area of the ramp. Further to this the pilot should
ensure during his external pre-flight checks that the engine intakes are free from any such
debris. The responsibility does not end there, after flight, intake and exhaust covers should be
fitted to prevent ingress of contaminants and windmilling.
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During start up, taxi and reverse thrust operation debris can be sucked into the intake and
power should be kept to a minimum to avoid potential damage.
Several deaths and many serious injuries have been caused through personnel being sucked
into the intakes of gas turbine engines while they have been operating, great care must be
exercised whenever it is necessary to function in close proximity to running engines.
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14 Questions
Questions
1. In a high bypass engine with a ‘pitot’ intake, with the engine running and the
brakes on, what will P1 be in relation to P0?
a. Same.
b. Greater.
c. Less.
d. 14.7 psi.
2. A pitot intake forms a ............. duct ............ the fan to ensure that the airflow
............ to ............... and achieves a ...............
a. convergent before speeds up subsonic pressure rise

b. divergent after slows down subsonic pressure rise
c. divergent before speeds up sonic pressure drop
d. divergent before slows down subsonic pressure rise
3. What effect will severe icing in the intake have on a high bypass engine?
a. The axial velocity of the air will increase with a reduction in the angle of attack
of the airflow with the compressor blades and a possible stall.
b. The axial velocity of the air will decrease with a reduction in the angle of
attack of the airflow with the compressor blades and a possible stall.
c. The axial velocity of the air will decrease with an increase in the angle that the
14
resultant airflow forms with the compressor blades chord line and a possible
stall.
Questions
d. The axial velocity of the air will increase with an increase in the angle of attack
of the airflow with the compressor blades and a possible stall.
4. Which of the following would be classed as prudent when carrying out Engine
Ground Runs?
a. Only carry out engine runs with a tailwind.

b. Fit debris guards when running.
c. Only do ground runs on tarmac.
d. Only do ground runs on concrete.
5. With an ‘S’ type intake, if the pilot selects max rpm while standing still, there is a
strong possibility that:
a. the angle, which the relative airflow forms with the compressor blades, will
become too small, which will cause the engine to stall and surge.
b. the angle, which the relative airflow forms with the compressor blades, will
become too small, which will cause the engine to surge then stall.
c. the angle which the relative airflow forms with the compressor blades will
become too large, which will cause the engine to stall and surge.
d. the angle, which the relative airflow forms with the compressor blades, will
become too large, which will cause the engine to surge then stall.
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Questions
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6. The purpose of an air inlet is to provide a relatively ............. supply of air to the
............. of the ............ compressor.
a. turbulent free face low pressure

b. turbulent face low pressure
c. turbulent free rear low pressure
d. turbulent free face high pressure
7. In a pitot intake the term ‘Ram Pressure Recovery’ refers to the time when:
a. EPR has attained the take-off setting.

b. the HP Compressor has reached its maximum.
c. the EPR has recovered to its optimum figure.
d. intake pressure has been re-established to ambient pressure.
14
Questions
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14 Answers
Answers
1 2 3 4 5 6 7
c d c b c a d
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Answers
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Chapter
15
Gas Turbines - Compressors
Types of Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227

The Pros and Cons of the Centrifugal Compressor . . . . . . . . . . . . . . . . . . . . . . . . . 227
The Principles of the Centrifugal Flow Compressor . . . . . . . . . . . . . . . . . . . . . . . . 227
The Principles of the Axial Flow Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
Maintaining the Axial Velocity of the Airflow . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
Airflow Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
Stall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230
Surge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230
Prevention of Stall and Surge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231
Variable Inlet Guide Vanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231
Variable Stator Vanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232
Multi-spool Compressors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233
Active Clearance Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
Compressor Surge Envelope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
Rotor Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 235
Stator Vanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 235
Fan Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236
Compressor (and Turbine) Contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237
Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238
Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244
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15 Gas Turbines - Compressors

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Types of Compressor
The air must be compressed before having fuel added to it in the combustion chambers and
subsequent expansion in the turbines.
There are basically two types of compressor in use in engines presently available, one allows
axial airflow through the engine while the other creates centrifugal flow.
In both cases the compressors are driven by a turbine which is coupled to it by a shaft.
The Pros and Cons of the Centrifugal Compressor

The centrifugal compressor is much more robust than the axial flow compressor. That and
the fact that it is the easiest and cheapest of the two types to manufacture made it a popular
choice in early gas turbine engines.
It does however have one or two disadvantages which have relegated it to the second position
in terms of large modern engines. If we compare two compressors with the same frontal area,
one centrifugal and the other axial, we would first of all find that the axial flow compressor
can consume far more air than the centrifugal compressor and secondly that much higher
compression ratios can be attained in the axial flow compressor.
Since the amount of thrust generated by an engine depends partly upon the mass of air flowing
through it, it can be demonstrated that the centrifugal compressor engine will have less thrust
than an axial flow compressor with the same frontal area.
15
The Principles of the Centrifugal Flow Compressor

The action of the turbine rotates the impeller of the compressor at high speed. Air is introduced
continuously into the eye (centre) of the impeller by rotating guide vanes and centrifugal force
causes it to flow outwards towards the tip.
Because of the divergent shape of the vanes the pressure of the air increases as it flows outwards,
and because we are adding energy into the equation, the air’s velocity also increases.
The air leaves the tip of the impeller and passes into the diffuser section, a system of stationary
divergent ducts designed to convert the kinetic energy (velocity) into potential energy
(pressure).
In practice approximately 50% of the pressure rise across the compressor occurs in the impeller
and the other 50% in the diffuser section.
The compression ratio of a single stage centrifugal compressor would be in the region of 4:1.
That means that the outlet pressure of the compressor stage would be approximately four
times greater than the inlet pressure.
To attain greater engine compression ratios using centrifugal compressors two of them would
have to be used in series with each other.
In practice it has not been found feasible to use more than two centrifugal compressor stages
together, excessive impeller tip speeds and extreme centrifugal loading prohibit efficient
operation of a third stage.
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As a result of this, engine compression ratios of greater than 15:1 are not considered possible
using centrifugal compressors.
At the elbows of the compressor outlet casing

cascade vanes are fitted.
These enable the air to be turned through

large angles with the minimum of loss, and
they are also used to complete diffusion.
The Principles of the Axial Flow

Compressor
The principle of the axial flow compressor is
basically the same as that of the centrifugal
flow compressor, it converts kinetic energy Figure 3.1
into pressure (potential) energy. The means Figure 15.1
which it uses to achieve this conversion are
however different.
The axial flow compressor, as shown in Figure

15.2, consists of several rows of rotating (rotor)
blades of aerofoil section interspersed with
rows of stationary diffuser (stator) blades,
also of aerofoil section.
15
A stage consists of one row of rotor blades,

fastened to discs on a rotor drum, followed by

a row of stator blades, which are fastened to
the compressor outer casing.
On both the rotor and the stator the spaces

between the blades form divergent passages.
In the rotor, which is turned continuously at

high speed by the turbine, mechanical energy
is added and converted into both kinetic
(velocity) energy and potential (pressure) Figure 3.2. The Changes in Pressure and Velocity Through an
Figure 15.2 The changes in pressure & velocity through
Axial Flow Compressor
energy. an axial flow compressor.
Within the stator, the pressure is increased by the conversion of the kinetic energy into pressure
energy. This process is illustrated in Figure 15.2.
Simply stated, the rotor stages can be seen as doing the same job as the impeller in a centrifugal
compressor, while the stator stages can be compared to the diffuser in a centrifugal compressor.
The pressure rise across each stage is only quite small, the ratio being about 1.1 or 1.2:1. This
means that in the first stage the pressure might only increase by about 3 psi. As a consequence
of this, in order to gain the compression ratios demanded by modern engines, many stages
may be used on the same spool (see Figure 15.3), and an engine may have up to three spools.
So effective is this method of compression that in an engine like the RB 211 compression ratios
as great as 35:1 can be attained. In this engine, the pressure rise over the last stage can be as
much as 80 psi.
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These high pressures can result in compressor outlet temperatures of up to 600°C.
Some engines now use a combination of centrifugal and axial compressors.
Maintaining the Axial Velocity of the Airflow

The space between the rotor drum and the compressor outer casing is called the air annulus.
To maintain the axial velocity of the air as it is compressed into a smaller and smaller volume,
the air annulus must be reduced.
This gradual convergence is achieved by either tapering the compressor outer casing or the
rotor drum, or in some cases a combination of both. This is shown in Figure 15.3.
15
Figure 3.3.
Figure 15.3AASingle
single Spool Compressor.
spool compressor.
Airflow Control
Increasing the compression ratio of a compressor makes it progressively more difficult to ensure
that it operates efficiently over the whole of its speed range. This is caused by the fact that the
compression ratio of the engine falls as the speed of rotation of the compressor falls. Therefore,
as the engine slows down, the volume which the air takes up gets greater and greater, because
it is not being compressed so much.
The increased volume of air at the high pressure end of the compressor makes it difficult for it
to pass through the space available and so it slows down and in some cases can cause choking
and turbulence.
This reduction in axial velocity happens throughout the compressor and can cause a
phenomenon called stall, which if not checked can progressively worsen to produce surge, a
situation where, in the worst case, the airflow through the engine can instantaneously reverse
its direction of flow.
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Stall
The angle of attack of a compressor blade is the result of the axial velocity of the air passing
across it and the rotational speed of the blade.
These two velocities combine to form a vector which gives the actual angle of attack of the
airflow over the blade.
A compressor stall can be described as an imbalance between these two velocities which can
occur through various causes, some of which are as follows:
a) Excessive fuel flow caused by abrupt engine acceleration (the axial velocity is reduced
by increasing combustion chamber back pressure).
b) ngine operation above or below the engine design rpm parameters (increases or
E
decreases the rotational speed of the compressor blade).
c) Turbulent or disrupted airflow to the engine intake (the axial velocity is reduced).
d) Contaminated or damaged compressor components (decreased axial velocity because

of decreased compression ratio).
e) Contaminated or damaged turbine (loss of power to the compressor causing decreased

axial velocity because of decreased compression ratio).
f) Excessively lean fuel/air mixture caused by abrupt engine deceleration (the axial
15
velocity is increased by the decreasing combustion chamber back pressure).

Any of the above conditions can cause compressor stall to commence, and as soon as it does
there is a partial breakdown of airflow through the engine.
The indications of compressor stall are an increase in the vibration level of the engine and
an increase in the Exhaust Gas Temperature (EGT).
This latter effect (the increase in EGT) is caused by the fact that there is less air going to the
combustion chambers, hence there is less air to cool the products of combustion, the exhaust
gases.
Compressor stall is then a progressive phenomenon, it could initially in theory occur at just one
blade, worsening to encompass the whole of one stage, and then, if nothing is done to prevent
it, affect the whole engine.
Surge
The progressive deterioration of the situation will eventually cause a complete breakdown of
airflow through the engine called a surge. In severe cases this could cause an instantaneous
reversal of the gases in the engine, with air being expelled through the engine intake with a
loud bang. If surge does occur, the throttle of the affected engine must be closed slowly.
This situation is most commonly caused by fuel system malfunction or mishandling and in
extreme cases could inflict such large bending stresses on the compressor rotor blades that
they contact the stator blades with potentially catastrophic results.
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Apart from the loud noise that usually accompanies a surge, there is a large rise in the EGT
and the resulting loss of thrust may cause the aircraft to yaw.
Prevention of Stall and Surge

Operation of the engine outside the optimum rpm and axial velocity range is inevitable, design
criteria are, after all, aimed at producing the greatest efficiency near maximum rpm, and
operation at levels below that point has to occur if we are to be able to throttle the engine
back.
This means that we are committed to altering the rotational speed of the compressor, and also
the axial velocity of the air as it passes through the engine, by doing so we are encouraging the
onset of stall and surge.
Methods of ensuring that this does not happen have to be fitted to the engine, the following
is a list of some of those methods:
a) Variable Inlet Guide Vanes (VIGVs)
b) Variable Stator Vanes.
c) Compressor Bleeds.
d) Multi-spool Compressors.
e) Active Clearance Control.
15
Variable Inlet Guide Vanes

Variable inlet guide vanes (VIGVs) are fitted to engines which have a particular problem with
inherent compressor stall at low rpm or during engine acceleration or deceleration. The vanes
are fitted just in front of the first rotor stage, they can be automatically pivoted around their
own axis to vary the path of the airflow going into the compressor, so maintaining the proper
relationship between compressor rotational speed and airflow in the front compressor stages.
At low compressor speeds the VIGVs are angled to impart the greatest amount of swirl to the
air, thereby correcting the relative airflow to obtain the optimum angle of attack over the
rotor blades. This optimum angle of attack allows a smooth and rapid engine acceleration.
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Variable Stator Vanes

After the first rotor stage has been successfully negotiated, the airflow may still have problems
further down the compressor when the engine is operating at other than optimum conditions.
To minimize these problems, some engine are fitted with variable stator vanes, see Figure 15.4
These vanes can be pivoted automatically, so that as the compressor speed is reduced from the
optimum design value, they are progressively closed to maintain an acceptable angle of attack
onto the following rotor blades.
15
Figure 3.4.15.4
Figure Typical
Typical Variable Stator
variable stator Vanes.
vanes
Compressor Bleeds
As explained earlier, when the engine slows down, its compression ratio will decrease and the
volume of air in the rear of the compressor will be greater.
This excess volume causes choking in the rear of the compressor and a decrease in the mass
flow. This in turn causes a decrease in the velocity of the air in the front of the compressor and
increases the tendency to stall.
If a compressor bleed valve, as shown in Figure 15.5, is introduced into the intermediate stages
of the compressor, it can be opened at low rpm or during engine acceleration to allow some of
the excess volume of air to escape.
This will have the effect of increasing the velocity of the air in the earlier stages of the compressor
and reducing the choking effects in the rear of the compressor.
This combination will ensure that compressor stall is less likely to occur during the conditions
while the bleeds are open, but there are disadvantages to the use of the system.
Opening compressor bleeds, whether they are stall preventive measures or bleeds used to
supply air for aircraft services, decreases the mass flow through the engine.
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This will cause a drop in thrust for a given throttle position which raises the engine’s specific
fuel consumption (sfc) and also raises the EGT because of the drop in the amount of cooling
air available.
Figure 3.5. 15.5

Figure TheThe
Operation
operationofofaaCompressor Bleed
compressor bleed Valve
valve.
Multi-spool Compressors
15
Early axial flow engines were developed by adding more compressor stages on one shaft to
obtain higher and higher compression ratios.

This made it increasingly difficult to retain operational flexibility in terms of engine speed.
Compressor blade angles are arranged to give peak performance around maximum rpm, when
the axial velocity of the airflow and the rotational speed of the blade produce the optimum
angle of attack of the airflow over the blade.
Any reduction of engine rpm changes the symmetry of the vector diagram relating it to the
axial velocity, and the angle of attack no longer retains its optimum value, stall became an ever
present problem at lower engine speeds.
To overcome this, the compressor was split, initially into two, and subsequently into three,
sections, each section being driven through a shaft by its own turbine. The speed of rotation of
each successive compressor increases, the HP compressor rotating faster than the LP.
The whole unit, compressor, shaft and turbine, forms a spool.
By designing the engine so that, upon closing the throttle, the speed of the low pressure spool
falls off more rapidly than the high pressure spools, it can be arranged that the symmetry of
the vector diagram relating to angle of attack can be maintained over a much greater range,
thus reducing greatly the chance of compressor stall.
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Active Clearance Control

A later development designed to control the airflow through the engine is that of active
clearance control. The basic problem with all cases of stall is that the angle of attack of the
airflow over the blade is no longer at its optimum value.
This can be the result of changes in either the axial velocity of the airflow over the blades or
their rotational speed.
If the axial velocity can be controlled over the whole of the engine speed range, then the
chances of stall or surge happening are diminished.
One method of accomplishing this is to vary the size of the air annulus at the high pressure end
of the compressor, something which was considered technically impossible not too long ago.
By cooling the compressor casing we can cause it to shrink and so achieve the desired clearance
between it and the blade tips. The cooling medium most often used at present is air, which is
introduced into tubing running through the exterior of the compressor casing.
Compressor Surge Envelope

Compressor stall/surge has been shown to be caused by an imbalance between the flow of air
through the compressor and the pressure ratio. Figure 15.6 illustrates how the designer ensures
the relationship between pressure rise and rpm follows a path known as the working line or
design line. Built-in airflow control devices such as bleed valves, allow a safety margin between
15
the working line and the surge line.

Figure 15.6
Construction
Figure 15.3 shows the basic methods of construction commonly used in compressor assembly.
The rotor shaft is supported in bearings and is coupled to the turbine shaft so that minor
variations in alignment are allowed for.
The centrifugal load imposed on the compressor dictates that the rotor blades are fixed to a
disc which itself is fitted around the rotor shaft.
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The types of fixing methods vary, the most common being that where the root of the blade is
shaped into a dovetail joint and secured to the disc by a pin or locking tab.
On smaller engines it becomes more and more difficult to design a practical fixing method and
at the same time maintain minimum disc weight.
One way of getting over the problem is to produce blades integral with the disc, this type of
blade and disc combination has been called the ‘blisk’.
The compressor casing is constructed of aluminium alloy at the front stages with the intermediate
stage casing being manufactured from steel alloys.
In the high pressure section of the compressor the temperatures are so high that nickel based
alloys are the only materials capable of withstanding them.
Rotor Blades
The rotor blades are of aerofoil section and are normally made
from drop forged stainless steel, machined to a close tolerance
before being attached to the rotor disc.
The blades reduce in size from the front to the rear of the
compressor, to accommodate the convergent shape of the air
annulus, see Figure 15.3.
Some of the low pressure stages may have blades manufactured
15
from titanium where the temperatures of compression are not

too high.
The method of fixing, usually the dovetail system, see Figure

15.7, does not ensure that the blade is held immovable in
the disc, in fact the blades are quite loose until firmly seated
by centrifugal force during engine operation, so that when
windmilling on the ground the blades rattle loosely and sound
somewhat like a bag of nails being shaken.
Stator Vanes Figure 15.7 A typical compressor

rotor blade.
The stator vanes are also aerofoil shaped and are fixed to the compressor casing either directly
or into stator vane retaining rings, which are themselves fastened to the casing.
The vanes may be assembled in segments in the earlier stages, and the longer ones are shrouded
at their inner ends to prevent vibration which can be induced by the velocity flow over them,
see Figure 15.8.
Early engines used aluminium alloys in the manufacture of stator vanes but it did not withstand
foreign object ingestion damage at all well.
Steel or nickel based alloys have a high fatigue strength and are less easily cracked or eroded
by impact. Titanium is sometimes used for the vanes in the early stages, but it is not suitable
further down the engine where the high temperatures can affect it.
Another problem which may happen is that of rub, an excess of which might occur through
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mechanical failure, sufficient heat from friction would then be generated to ignite the titanium
causing at best expensive repairs, or at worst an airworthiness hazard.
Figure 15.8 Segments of shrouded stator vanes.

Figure 3.7. Segments of Shrouded Stator Vanes.
Fan Blades
The high bypass ratio engine’s low pressure
15
compressor blades, more commonly known

as the fan blades, were initially manufactured

from solid titanium, this material having the
properties of strength with lightness.
A low blade weight is essential if the fan is

to be able to withstand the out of balance
forces which would occur if a blade failed.
Notwithstanding the enormous strength of
titanium, the blades had to have incorporated
into their design a snubber.
This was a support fitted at mid-span

which prevented aerodynamic instability,
unfortunately it also added weight, and,
particularly when two of them were required,
as shown in Figure 15.9, it interfered with the
supersonic flow characteristics of the air at the
Figure 3.8. A High Ratio By-Pass Engine Low Pressure
extremities of the blade. Figure 15.9 A high bypass ratio engine low pressure
Compressor or Fan.
compressor or fan.
Experiments with new materials, particularly
carbon fibre, were carried out, but its flexibility greatly reduced its effectiveness and its use has
largely been discontinued.
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The greatest advancement has been achieved by fabricating

the blade from a honeycomb core sandwiched between two
outer skins of titanium, see Figure 15.10.
This method gives added strength with less weight, enabling

the introduction of the wide chord fan blade. The stability of
the blade is ensured as a result of its wider chord and therefore
the snubber is no longer necessary.
Compressor (and Turbine) Contamination

Accumulation of contaminants in both the compressor and
the turbine section of the engine reduces the efficiency of the
unit and can seriously affect its performance.
The contaminants on the compressor, which are mostly salt

and pollution from industrial areas, reduce the aerodynamic
efficiency of the blades.
In the turbine the contamination takes the form of sulphidation,

a build up of sulphur deposits from the burning fuel which
destroys the aerodynamic shape of the turbine blades and
the nozzle guide vanes and which will, over a period of time,
erode their surface finish.
If the major cause of contamination is salt ingestion, then a
15
timely rinsing of the compressor with fresh water can avoid Figure 15.10 Wide chord fan blade

the harsher treatment which otherwise will be required. This construction.
can be carried out either while motoring the engine over on
the starter, or while running the engine at idle speed. This
procedure is known as a desalination wash.
If the contamination has reached the stage where a desalination wash is not sufficient, then
the application of an emulsion type surface cleaner may be necessary, this is sprayed into the
engine intake under the same conditions as the desalination wash. This procedure is known as
a performance recovery wash.
The turbine also benefits from this treatment, frequent applications allowing an extension of
service life for some engines.
A more vigorous treatment, perhaps more applicable to centrifugal compressor engines, is that
of the injection of an abrasive grit into the engine intake while it is running at an idle power
setting.
The grit takes the form of broken walnut shells, (the Americans use the broken stones from
apricots), unfortunately, because the grit is mostly burnt in the combustion chambers, this
method does not clean the turbine components as well as the fluid cleaning method.
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15 Questions
Questions
1. The pressure ratio of a gas turbine engine compressor is:
a. equal to the number of compression stages

b. the ratio between compressor outlet and compressor inlet pressure
c. the ratio between exhaust inlet and exhaust outlet pressure
d. never greater than 5 to 1
2. The compressor idling speed of an uncompensated gas turbine engine will

increase:
a. at higher ambient temperature

b. with higher than sea level density
c. at altitudes lower than sea level
d. at lower ambient temperature
3. One stage of an axial flow compressor consists of:
a. one rotor assembly and one row of stator vanes

b. one stator assembly and one row of guide vanes
c. one rotor and one impeller assembly
d. one impeller and one diffuser assembly
4. The pressure rise across each stage of an axial flow compressor is:
a. greater than that of a centrifugal compressor

15
b. between 3 and 5 to one

c. twice the inlet pressure
Questions
d. between 1.1 and 1.2 to one
5. The ring of blades which sometimes precede the first rotor stage of an axial flow
compressor are called:
a. the first stage stator blades

b. variable inlet guides vanes
c. first stage diffuser blades
d. nozzle guide vanes
6. As air passes through an axial flow compressor, a pressure rise takes place in:
a. the impeller and the diffuser

b. the rotor blades only
c. both the rotor blades and the stator vanes
d. the stator vanes only
7. In the event of a surge occurring the correct action to be taken is:
a. to close the throttle quickly

b. to close the throttle slowly
c. to open the throttle fully
d. to close the LP fuel valve
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8. Shrouding of stator blade tips is designed to:
a. prevent tip turbulence

b. ensure adequate cooling
c. minimize vibration
d. prevent tip losses
9. The cross-sectional area of the air annulus is reduced as it approaches the

combustion chamber:
a. to maintain the volume of the air under rising pressure

b. to prevent an increase of the velocity of the air under rising pressure
c. to maintain the axial velocity of the air toward the combustion chamber
d. to allow longer blades to be used towards the latter stages of the compressor
10. The attachment of blades to the compressor disc:
a. allows slight movement to relieve stress concentration

b. is rigid
c. prevents them being contaminated by the atmosphere
d. allows slight movement because of the different expansion rates of the blades
and the disc, which would otherwise cause centre line closure
11. Compressor blades are designed to produce:
a. a given pressure and velocity rise

b. a constant flow over the engine speed range
c. a steady velocity with a pressure rise over the engine speed range
15
d. turbulent flow into the combustion chamber
Questions
12. A compressor blade will stall when:
a. the air axial velocity and rotational speed relationship is disturbed

b. the mass airflow and speed relationship is constant
c. the speed of the gas flow through the turbine falls below Mach 0.4
d. the compression ratio exceeds 10 to 1
13. Compressor surge will occur when:
a. all stages are at maximum efficiency

b. all stages are at maximum rpm
c. there is a partial breakdown of airflow through the compressor
d. all stages have stalled
14. Cascade vanes are fitted in which part of the centrifugal compressor?
a. the air inlet

b. the outlet elbow
c. the impeller
d. the diffuser
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15 Questions
15. The purpose of the diffuser vanes in a centrifugal compressor is to:
a. increase the charge temperature

b. convert pressure energy into kinetic energy
c. increase the air velocity
d. convert kinetic energy into pressure energy
16. The pressure rise across a centrifugal compressor:
a. occurs in the impeller only

b. occurs in the diffuser only
c. is shared almost equally by the impeller and the diffuser
d. is always greater in the diffuser than in the impeller
17. To gain a greater pressure ratio than 4:1:
a. two centrifugal compressors can be placed in parallel

b. the compressor diameter must be reduced
c. the cascade vanes must be convergent
d. two centrifugal compressors can be placed in series with each other
18. The major disadvantage of a centrifugal compressor is that:
a. it cannot cope with a large mass flow of air

b. it cannot be used for a turbo jet engine
c. a larger turbine must be used
d. it is more prone to damage than the axial flow compressor
15
19. The purpose of cascade vanes is to:

Questions
a. increase the velocity of the airflow prior to it entering the combustion

chambers
b. turn the air smoothly through 90 degrees and complete diffusion
c. remove swirl from the airflow
d. swirl the air, ready for the next compression stage
20. The type of compressor used to create radial airflow would be:
a. positive displacement
b. axial
c. centrifugal
d. constant volume
21. Under ideal conditions the pressure rise across a single-stage centrifugal
compressor can be:
a. 1.1 or 1.2 to 1
b. not more than 4 to 1
c. 1.5 to 1
d. 30 to 1
22. An advantage of a centrifugal compressor is that it is:
a. dynamically balanced
b. more robust and is easier to manufacture
c. unaffected by turbulence
d. able to handle a larger mass of air than an axial flow compressor
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23. A compressor stall causes:
a. the vibration level to increase with a decrease in the turbine gas temperature
b. an increase in the turbine gas temperature and the vibration level
c. the rotation of the engine to stop suddenly
d. the airflow through the engine to stop suddenly
24. Air passing through a convergent duct experiences:
a. a decrease in temperature and pressure with an increase in velocity

b. an increase in temperature and velocity with a decrease in pressure
c. an increase in temperature and pressure with a velocity decrease
d. adiabatic expansion
25. Fuel is regulated on rapid engine acceleration:
a. to prevent detonation in the combustion chambers

b. because the rapid response of the compressor might cause a flame out
c. because the cooling effect of too much fuel would cause a drop in pressure in
the combustion chamber
d. to prevent inducing a compressor stall and surge
26. A compressor stall:
a. is overcome by increasing the fuel flow

b. is a complete breakdown of the airflow through the compressor
c. may only affect one stage or several stages of a compressor
d. is mechanical failure of the compressor
15
Questions
27. Compressor blades increase in size:
a. from the root to the tip to increase the temperature

b. from the high pressure section of the compressor to the low-pressure section
c. from the low-pressure section of the compressor to the high-pressure section
to maintain a constant airflow velocity
d. from the tip to the root to decrease the temperature
28. The occurrence of compressor stalls is limited by:
a. bleed valves
b. nozzle guide vanes
c. swirl vanes
d. cascade vanes
29. Bleed valves are automatically opened:
a. at maximum rpm to prevent compressor stall

b. at low rpm to prevent the turbine stalling
c. during engine acceleration to prevent turbine surge
d. at low engine rpm to prevent the compressor stalling
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15 Questions
30. To prevent compressor stall at the rear of the compressor, bleed valves must be
positioned:
a. at the rear stages of the compressor

b. at the front stages of the compressor
c. at the mid stages of the compressor
d. at the intake of the engine
31. A complete breakdown of airflow through a compressor is known as:
a. compressor turbulence
b. compressor buffet
c. compressor surge
d. compressor seizure
32. One indication that a compressor bleed valve has stuck closed at low rpm is:
a. possible compressor stall

b. an inability to achieve full power
c. that bleed air is reduced
d. that the engine will stop
33. Within the compressor:
a. bleed valves are set to open at high rpm

b. pressure decreases
c. temperature decreases
d. temperature increases
15
Questions
34. Bleeding compressor air for anti-icing will cause:
a. an increase in EGT, a decrease in thrust and an increase in SFC

b. a decrease in EGT, an increase in thrust and a decrease in SFC
c. an increase in rpm and fuel flow
d. an increase in rpm and a decrease in fuel flow
35. Variable inlet guide vanes:
a. deflect air past the compressor

b. adjust the relative airflow position
c. deflect air past the turbine
d. induce air into a centrifugal compressor
36. Compressor blades are twisted from root to tip:
a. to decrease the pressure

b. to maintain a correct angle of attack
c. to reduce the relative airflow
d. to give added rigidity to the blade structure
37. In a compressor:
a. the air temperature is steady with a pressure rise

b. the air temperature falls with a pressure rise
c. the drop in air temperature is inversely proportional to the pressure rise
d. the air temperature rises with a pressure rise
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38. A stall in a gas turbine engine is most likely to occur with:
Pressure Ratio Location in Compressor
a. high front
b. high back
c. low back
d. low front
39. Contamination of the compressor:
a. is not likely to prove a problem if the aircraft is not flown at low level over the
sea
b. will not decrease the performance of the engine if the fuel sulphur content
does not exceed 0.001%
c. can seriously reduce the efficiency of the engine
d. can be reduced by periodically flying through thunderstorms
40. The low pressure compressor of a high ratio bypass engine:
a. is driven by the high pressure turbine

b. rotates faster than the high-pressure compressor
c. is always a centrifugal compressor
d. is driven by the rearmost turbine
15
Questions
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15 Answers
Answers
1 2 3 4 5 6 7 8 9 10 11 12
b a a d b c b c c a c a
13 14 15 16 17 18 19 20 21 22 23 24
d b d c d a b c b b b a
25 26 27 28 29 30 31 32 33 34 35 36
d c b a d c c a d a b b
37 38 39 40
d c c d
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Answers
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Chapter
16
Gas Turbines - Combustion Chambers
The Task of the Combustion Chamber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247

The Temperature Increase Allowed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
The Temperature Increase Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
The Flame Rate of Kerosene . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
Primary Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
Secondary Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
Tertiary Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
The Combustion Chamber Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
The Multiple Combustion Chamber System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250
The Fuel Drain System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251
The Tubo-annular Combustion Chamber System . . . . . . . . . . . . . . . . . . . . . . . . . . 252
The Annular Combustion Chamber System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253
The Air/Fuel (Stoichiometric) Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254
Pressure Losses in the Chamber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254
Combustion Stability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254
Relighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255
Combustion Efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
Fuel Spray Nozzles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
The Airspray System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257
The Duplex System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258
The Vaporizing Tube System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 259
Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260
Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 262
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16 Gas Turbines - Combustion Chambers

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The Task of the Combustion Chamber

The combustion chamber must contain the burning mixture of air (from the compressor)
with fuel (from the fuel spray nozzles), to allow the maximum heat release at a substantially
constant pressure, so that the turbine receives a uniformly expanded, heated and accelerated
stream of gas. This is not an easy task, but advancements are constantly being made in
combustion chamber design to enable more efficient use of fuel with less and less pollution of
the atmosphere.
Efficient combustion has been made increasingly more important because of the rise in the
cost of the fuel itself, and the increasing awareness of the general public of the dangers of
atmospheric pollution from the exhaust smoke.
The Temperature Increase Allowed

There is a limit to the maximum temperature of the gas from the combustion chamber, this is
imposed by the materials from which the nozzle guide vanes and the turbine are manufactured.
The slightest excursion above that limit will mean the possible disintegration of the turbine
with probably catastrophic results.
The Temperature Increase Required

Modern materials will allow a gas temperature initially in the combustion chamber of 2000°C
plus. When it exits the combustion chamber the temperature must be reduced to 1000 to
1500°C. Considering that the air may already have been heated to around 600°C due to
compression, sufficient fuel must be added to raise the temperature further.
16
This of course would be the temperature at full power, lower power settings would require

lower fuel flows so the combustion chamber has to be capable of maintaining stable and
efficient combustion over a wide range of engine operating conditions.
The Flame Rate of Kerosene

Air enters the combustion chamber at approximately the same rate at which it enters the
intake of the engine, speeds of up to 500 feet per second are not unusual.
The flame rate of kerosene, the speed at which the leading edge of the flame travels through
the vapour, is 1 to 2 feet per second. If burning kerosene was exposed in an airstream which
was travelling at 500 feet per second it would be extinguished immediately.
Something must be done to slow down the speed of the airflow after it leaves the compressor
and before it reaches the primary zone, the zone inside the combustion chamber where it is
mixed with the fuel and burnt.
Figure 16.1 shows how the air is slowed down and its pressure is increased after it leaves the
compressor and before it enters the combustion chamber.
In fact the pressure attained at this point is the highest in the whole of the engine. The reduction
in velocity is still not enough however, further decreases must be achieved if the flame is not
to blow out.
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Figure 16.1 shows how the air entering the primary zone passes through the snout before
being divided to go through the perforated flare and the swirl vanes.
Figure 16.1 The division of airflow through the combustion chamber.
Primary Air
The primary air is then 20% of the flow coming into the combustion chamber, this is basically
the air which is mixed with the fuel and burnt.
16
By being passed through the flare and the swirl vanes, the velocity of this air is reduced, and it
also starts the recirculation which is required if the flame is not to be extinguished.
Secondary Air
The air which has not been picked up by the snout goes into the space between the flame tube
and the air casing. Some of this air is allowed into the flame tube through secondary air holes.
Secondary air, about 20% of the total, reacts with the primary air flowing through the swirl
vanes to form a toroidal vortex, a region of low velocity airflow which resembles a doughnut
or a smoke ring. This stabilizes and anchors the flame and prevents it being dragged down the
flame tube away from the fuel nozzle area.
The temperature of the gases at the centre of the primary zone reaches about 2000°C, this is
far too hot for the materials of the nozzle guide vanes and turbine blades so a further drop in
temperature is required before the gases can be allowed to exit the combustion chamber.
Tertiary Air
The remaining 60% of the total airflow, tertiary air, is progressively introduced into the flame
tube to cool and dilute the gases before they are allowed to go into the turbine assembly.
Tertiary air is used to cool both the gas exiting the chamber and the walls of the air casing.
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Figure 16.2 An early combustion chamber.
The combustion chamber shown in Figure 16.2 is one of several which would have been used
in an early multiple combustion chamber system, more modern designs use a different method
of cooling the air casing, this is termed transpiration cooling, where a film of air flows between
16
laminations which form the air casing wall.

The Combustion Chamber Components
Figure 16.2 shows several interesting features of a multiple combustion chamber.
Most gas turbine engines only have two igniters, in fact the engine would probably start
quite readily with only one operating, however, because there are only two, another means
of passing the starting flame between the combustion chambers has to be found, this is the
inter-connector.
Immediately after light up, the flame in the chamber with the igniter causes an increase in
the pressure within that chamber. The pressure differential between that chamber and the
one adjoining it drives the burning gases through the inter-connector where they ignite the
mixture.
This process is continued around the engine until the contents of all of the chambers is burning,
whereupon the pressures within them are equalized and the flow through the inter-connectors
ceases.
The sealing ring at the turbine end of the combustion chamber allows for elongation of the
chamber due to expansion. The chamber is fixed at the compressor end by being bolted onto
it, it cannot expand in that direction. The sealing ring allows the chamber to expand into the
nozzle box, the portion of the engine immediately preceding the nozzle guide vanes, while
maintaining a gas tight seal.
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The corrugated joints allow the tertiary air to bleed into the flame tube, so causing a gradual
drop in the temperature of the gases before they exit into the nozzle guide vanes.
The Multiple Combustion Chamber System

The straight through flow multiple combustion chamber system was developed from Sir Frank
Whittle’s original design. It was used on some earlier types of axial flow engine and is still in use
on centrifugal compressor engines like the Rolls Royce Dart.
It consists of eight or more of the chambers illustrated in Figure 16.2, disposed around the
engine to the rear of the compressor section, each chamber being made up of a flame tube
with an individual air casing.
Shown in Figure 16.3 is a multiple combustion chamber system similar to that used on the Rolls
Royce Avon, which was a powerful (for its time) axial flow compressor engine used on many
different types of aircraft, both military and commercial, for a considerable number of years.
16
Figure 16.3 A multiple combustion chamber system.
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Well defined in Figure 16.3 are the snout (the primary air scoop), the inter-connectors and the
drain tubes.
The drain tubes provide for the unlikely event of a failure to start, more commonly known as a
wet start. This situation happens when the mixture in the combustion chamber fails to ignite
during a start.
A considerable amount of fuel will have been fed into the engine and if it is not removed
before the next attempt to start, the result will be a very long, very hot and very dangerous jet
of flame from the rear of the engine.
The Fuel Drain System

Two means of getting rid of the fuel are open to us, first, the fuel drain system, and secondly
a method of evaporating the remaining traces from the chambers and the jet pipe. The fuel
drain system utilizes the drain tubes which connect the lowest part of each chamber with the
next chamber below it.
Fuel remaining after a wet start will attempt to find its own level by flowing from the top of
the engine to the bottom chamber. Once in the bottom chamber it exits via the drain valve
located at the six o’clock position, which is spring loaded towards open. During normal engine
operation internal pressure keeps the valve shut.
To evaporate any remaining traces of fuel from the chambers, the engine is then motored over
on a blow out cycle.
Utilizing the starter motor, the engine is rotated for the time normally allocated to a full start
16
cycle, with the HP fuel cock shut and the ignition system automatically de-selected. Compressed
air will flow through the combustion chamber and assist in the evaporation of any fuel still

remaining within.
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The Tubo-annular Combustion Chamber System

The tubo-annular combustion chamber system, illustrated in Figure 16.4 is sometimes also
called the cannular or can-annular system.
It differs from the multiple combustion chamber system insofar as it does not have individual
air casing for each of the flame tubes. A number of flame tubes are fitted within one common
air casing which provides a more compact unit. This illustration is one of the few to show an
igniter plug.
16
Figure 16.4 A tubo-annular combustion chamber system.
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The Annular Combustion Chamber System

The annular combustion chamber system has only one flame tube which is contained by an
inner and outer air casing. A typical example is shown in Figure 16.5 and in further detail in
Figure 16.6.
16
Figure 16.5 An annular combustion chamber.
Figure 16.6 Details of annular combustion chamber (based on an original Rolls-Royce

drawing).
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The annular system has several advantages over the two other systems previously mentioned
from which it was developed, they are:
a) For the same power output, the length of the annular chamber is only 75% that of a
tubo-annular system of the same diameter.
b) There are no flame propagation problems.
c) Compared to a tubo-annular system, the air casing area is less, consequently less cooling
air is required.
d) The combustion efficiency is raised to the point where unburnt fuel is virtually
eliminated, allowing the oxidization of carbon monoxide to non-toxic carbon dioxide.
e) There is a much better pressure distribution of the gases impinging on the turbine so it
has a more even load placed upon it.
The Air/Fuel (Stoichiometric) Ratio

To obtain the maximum heat release, the chemically correct air/fuel ratio of 15:1 must be used.
Whereas in the piston engine the use of this ratio would cause detonation and dissociation
to occur, in the gas turbine engine it poses no such problem because there are no peaks of
pressure to assist in their generation.
The fuel and air are therefore mixed and burnt in the primary zone in the ratio of fifteen units
of air to one unit of fuel, by weight. The addition of secondary and tertiary air will however
dilute the mixture to the extent that the overall ratio may vary between 45:1 to as weak as
130:1.
16
Pressure Losses in the Chamber

It has been stated that combustion theoretically occurs at a constant pressure, in fact, as is
shown in Chapter 13 (Figure 13.5) there is a small loss in pressure throughout the combustion
chamber. This is caused by having to provide adequate turbulence and mixing. Losses vary from
3% to 8% of the pressure at the entrance to the combustion chamber.
Combustion Stability
During normal engine running conditions, combustion is self-supporting. Effectively the ignition
system can be switched off as soon as the engine has attained self-sustaining speed, the speed
at which, after start, it can accelerate without the assistance of the starter motor.
There may be certain engine operating conditions which do require ignition, for instance
following a flame out, which is extinction of the flame due to various unusual occurrences,
such as the ingestion of large amounts of water during take off from contaminated runways.
Another condition which can cause flame extinction is when the air/fuel ratio becomes too
weak, a situation which is most likely to occur when the engine is throttled back during descent
when a low fuel flow and high air mass flow will coincide.
Combustion stability means smooth burning coupled with the ability to remain alight over a
large range of air/fuel ratios and air mass flows. Figure 16.7 shows the limits of combustion
stability.
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It can be seen from Figure 16.7,

that combustion stability will
occur only between narrower
and narrower limits as the
air mass flow increases. The
range between the rich and
weak limits is reduced as the
mass flow increases, beyond
a certain point the flame is
extinguished.
The ignition loop shown

within the limits of the stable
region illustrates that it is
more difficult to start the
combustion than it is to
sustain it once it has started.
A consequence of this is that

should the engine flame
out at high speed or high
altitude, it may be necessary
to reduce both parameters Figure 16.7 A typical combustion stability loop.
before a successful relight can
be obtained.
Relighting
16
As mentioned above, the

ability of an engine to relight
will vary according to the
height and forward airspeed
of the aircraft. Figure 16.8
illustrates a notional relight
envelope showing the flight
conditions under which a
serviceable engine would be
guaranteed to relight.
The airflow through the

engine will cause it to rotate
(windmill), so the compressor
will supply sufficient air, all
that is then required is the
opening of the HP fuel cock
and operation of the ignition
system.
This is achieved by selection

of the relight switch, which
functions separately from the Figure 16.8 The relight envelope.
normal start circuit.
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Combustion Efficiency
Combustion efficiency is the
efficiency with which the
combustor assembly extracts
the potential heat actually
contained in the fuel. Modern
gas turbine engines have a
very efficient combustion
cycle.
At high power operating

conditions combustion
efficiencies as great as 99%
are achievable, and at idle
the systems will still give
as much as 95%. This is
illustrated in Figure 16.9,
also shown is the overall air/
fuel ratio throughout the
normal operating range of Figure 16.9 Combustion Efficiency and Air/Fuel Ratio.
the engine.
Fuel Spray Nozzles

The very high combustion
efficiency noted in the
16
previous paragraph is due

in no small part to the fuel

spray nozzles which are used
in large, modern, gas turbine
engines. The nozzles have
the task of atomizing or
vaporizing the fuel to ensure
that it is completely burnt.
This is no easy job considering
the velocity of the airstream
from the compressor and the
small distance allowed within
the chamber for combustion
to occur.
Other problems are a result

of the relatively low pressures
attainable by the engine
driven high pressure fuel
pump at engine start. The
pumps, driven by the high
speed gearbox, are only
rotating at a minimal speed
upon start selection and are
Figure 16.10 Fuel spray patterns at various pressures.
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incapable, at that speed, of providing the high pressures (1500 - 2000 psi) required to give a
good spray pattern, see Figure 16.10.
It can be clearly seen here that an orifice of fixed size will only provide a finely atomized spray
at high fuel pressures, some other method must be found to give sufficient atomization at start
when fuel pressures are low.
The Airspray System

One principle utilized in obtaining the required spray pattern is that of a high velocity airstream
to break up the flow, this is the airspray system, it needs relatively low fuel pressures and so
therefore can operate using a gear type pump which is much lighter than the more sophisticated
plunger type pump.
16
Figure 16.11 An airspray nozzle.
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The Duplex System

The Duplex system, shown in Figure 16.12, effectively uses an orifice of variable size. At low
fuel pressures, a pressurizing valve closes off the main fuel feed to the nozzle, the only supply
coming from the primary fuel line.
The primary fuel line feeds the primary orifice, a much smaller hole which is capable of providing
a fine spray at lower pressures. When the engine accelerates during start, fuel pressure builds
until the pressurizing valve is opened, allowing fuel to flow to the main orifice to supplement
that from the primary orifice.
16
Figure 16.12 The duplex fuel spray nozzle.
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The Vaporizing Tube System

In the vaporizing method, Figure 16.13, the fuel is sprayed from feed tubes into vaporizing
tubes which are positioned inside the flame tube. Primary air is fed into the flame tube through
the fuel feed tube opening and also through holes in the flame tube entry section. The fuel is
turned through 180 degrees, and as the tubes are heated by combustion, it is vaporized before
passing into the flame tube.
16
Figure 16.13 The vaporizing method of fuel feed.
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16 Questions
Questions
1. The ratio of air to kerosene to give the greatest heat release during combustion is:
a. 45:1
b. 130:1
c. 12.5:1
d. 15:1
2. One advantage of an annular combustion chamber system is that:
a. the diameter of the engine is reduced

b. there is unrestricted airflow at maximum rpm
c. there are no flame propagation problems
d. the air casing area is greater
3. Of the total airflow entering the combustion chamber the percentage that is mixed
with the fuel and burnt is:
a. 10%
b. 40%
c. 20%
d. 60%
4. The combustion chamber drain valve is closed:
a. by combustion chamber gas pressure

b. by a return spring
c. by 12th stage compressor air pressure
16
d. during a blow out cycle

Questions
5. A cannular combustion system is:
a. a set of flame tubes, each of which is mounted in a separate air casing

b. a set of flame tubes enclosed in a common air casing
c. one common flame tube enclosed in a common air casing
d. superior to the annular system because it only requires one igniter
6. It is necessary to have a combustion drain system:
a. to prevent pressure build up in the combustion chamber

b. to allow moisture content in the fuel to drain away
c. to allow any unburnt fuel to drain after shutdown or a wet start
d. to prevent the igniters becoming wetted by excess fuel
7. The purpose of the tertiary airflow created in the combustion chamber is to:
a. reduce the gas temperature and cool the flame tube

b. form a toroidal vortex, which anchors and stabilizes the flame
c. reduce the gas temperature and cool the burner head
d. ensure complete combustion of the fuel
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8. A relight envelope:
a. shows the flame stability limits

b. shows airspeed and altitude limitations for an in-flight restart
c. shows fuel/air mixture limitations for an in-flight restart
d. contains the in-flight restart igniter plugs
9. Swirl vanes in the combustion chamber:
a. increase the velocity of the airflow

b. reduce the velocity of the airflow
c. prevent compressor stall
d. help to stabilize combustion
10. The air entering the combustion chamber is divided; a small percentage is used in
combustion, the rest:
a. is syphoned off for airframe anti-icing purposes

b. is used only for cooling the gases before they exit the combustion chamber
c. is used to reduce the oil temperature and cool the turbine blades
d. is used to cool both the gases exiting the chamber and the walls of the air
casing
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Chapter
17
Gas Turbines - The Turbine Assembly
The Task of the Turbine Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265

The Stresses in the Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265
Turbine Blade Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265
The Turbine Stage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266
The Free (Power) Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268
Multi-spool Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268
Blade Shape . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 269
Turbine Blade Fixing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271
Losses in the Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271
Temperature Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272
Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273
Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 276
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The Task of the Turbine Assembly

The turbine of a gas turbine engine can be likened to the axial flow compressor in reverse.
Initially a stator section (nozzle guide vane) directs the air axially onto a rotor section. The
turbine extracts energy from the hot gases that flow through it, and converts it into mechanical
energy which it uses to drive the compressor and gearboxes. These can be used to operate
accessories or, in the case of engines that do not use predominantly jet propulsion, to power
propellers or rotors.
The energy available in the gases flowing through the turbine take the form of heat energy,
potential (pressure) energy, and kinetic (velocity) energy. The conversion of all these into
mechanical energy means that the value of all of them will be reduced as they pass through the
turbine. However, the velocity of the gas in the combustion chamber is lower than the velocity
of the gas in the exhaust unit.
The Stresses in the Turbine

During normal operation of the engine, the rotational speed of the turbine may be such
that the blade tips travel at a rate in excess of 1500 feet per second. At the same time, the
temperature of the gases driving the turbine can, in a modern engine, reach as high as 1700°C.
The speed of these gases is as high as 2500 feet per second, which is close to the speed of sound
at these temperatures.
These factors mean that a small turbine blade weighing only 2 ounces when stationary can
exert a load of two tons while working at top speed. This tensile loading, coupled with the
tremendous heat, causes a phenomenon called creep, the stretching of the metal of the blade
beyond its ability to reform back to its original length.
17
Whatever materials have been used to produce the turbine, and however carefully the

temperature and rpm limits of the engine have been observed, creep will cause the length of
the blade to increase over a period of time and engine operational cycles. A blade will have a
finite life before failure occurs.
Low cycle fatigue describes relatively early turbine failure due to high operational demands.
High cycle fatigue describes failure after longer turbine life due to lesser operational demands.
Turbine Blade Materials

The turbine blades of early gas turbine engines were manufactured from high temperature
steel, this material imposed a severe limit upon the temperature at the rear of the engine, and
as the gas turbine engine is a heat engine it follows that the power output was limited as a
consequence.
The next advance in turbine technology was the use of nickel based alloys, and these were
subsequently superseded by super alloys. These are a complex mixture of many different
metals: chromium, cobalt, nickel, titanium, tungsten, carbon etc. Super alloys have a maximum
temperature limit of approximately 1100°C or, if they are cooled internally, 1425°C.
A more recent practice is powder metallurgy, in which powdered super alloys are hot pressed
into a solid state, but in the search for even stronger materials a procedure called single crystal
casting is now being used in the most advanced engines. Traditional metal manufacturing
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processes produce a crystal lattice, or grain, in the material. The boundaries of the crystals
create a weakness in the structure and are most likely to be the starting point of any failure.
Single crystal material forms as only one grain in the mould, eliminating corrosion and creating
an extremely creep resistant blade.
Ceramic materials are also being used in the production of turbine blades. Originally the ceramic
was applied as a plasma spray, the coating giving very good protection against a corrosive
condition caused by a reaction between the base metals of the blade, the sodium in the air
and the sulphur in the fuel.
The Turbine Stage

It was shown in Chapter 15 that the compressor added energy to the air by increasing its
pressure, in the turbine that energy is extracted by reducing the pressure of the gases flowing
through it. This drop in pressure occurs both as it is converted to velocity in the nozzle guide
vanes, and also as it is converted into mechanical energy in the turbine blades, see Chapter 13
(Figure 13.5).
The turbine stage therefore consists of two elements, one row of stationary nozzle guide vanes
and one row of rotating turbine blades. The complete turbine assembly comprises one or more
turbine stages on one shaft, which, if coupled to a compressor, forms a spool.
Figure 17.1 shows a single shaft three stage turbine similar to that used on the Rolls Royce Dart
turboprop engine.
There are certain features shown in this diagram which are worthy of special note.
The divergent gas flow annulus affords longer blades to be fitted moving backwards in the
turbine to enable velocity to be controlled as the gas expands into the larger area.
17
The blade shroud is an attempt to minimize losses due to leakage across the turbine blade tips
and also reduce vibration.
The clearance between the blade tips and the turbine casing varies because of the different
rates of expansion and contraction of the materials involved. An abradable lining has been
used in the casing area to reduce gas leakage through this clearance, but active clearance
control, like that used in a modern compressor, is more effective at maintaining minimum tip
clearance throughout the flight cycle, Figure 17.2 shows its use on an American engine.
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Figure 17.1 A three stage turbine assembly mounted on one shaft.
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Figure 17.2 Active clearance control used in turbine case cooling.
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The Free (Power) Turbine

When a turbine is coupled to a compressor to form a spool, it must rotate at a speed which
conforms to the demanding requirements of the compressor, the speed of which is set at the
point of best compression.
A free turbine is a turbine which is not connected to the compressor, it is connected only to the
propeller or rotor reduction gearbox. This allows the turbine to seek its optimum design speed.
There are further advantages to the free turbine, some of which are listed below:
• T he propeller can be held at low rpm during taxiing, reducing noise pollution and wear on
the brakes.
• Less starting torque required.
• A rotor parking brake can be fitted which eliminates the dangers inherent in having
propellers rotating in windy conditions on the ground.
Multi-spool Engines
The power output of a turbine can be increased by increasing its diameter, but this of course
would increase both the drag factor, because of the larger size of the engine, and the stresses
imposed through the greater centrifugal forces created. A simpler method was shown in
Figure 17.1, where an increase in the number of stages allowed an increase in power output
with a reduction in turbine diameter.
It is a fact that the efficiency of a turbine blade increases as its rotational speed increases (the
losses reduce in proportion to the square of the mean blade speed).
Unfortunately, the stresses on the blade increase in proportion to the square of the blade
speed. It would seem that the engine designer is locked into a vicious circle where any attempt
17
to increase engine efficiency by increasing turbine speed would require stronger blades, this
would mean making them heavier which would mean greater stresses and so on.
The advent of the high ratio bypass engine with its much greater propulsive efficiency means
that for a given thrust it can have a smaller turbine, this to some extent circumvents the vicious
circle problems mentioned above.
This type of engine features three spools, see Figure 17.3, the high pressure (HP) turbine
driving the high pressure compressor at relatively high speeds, and to the rear of that is the
intermediate pressure (IP) turbine, driving the intermediate pressure compressor through a
shaft inside that of the high pressure turbine.
The rearmost, or the low pressure (LP) turbine, the illustration features one with two stages,
drives the fan, which is also the low pressure (LP) compressor. This rotates at the lowest speed
of all.
The power developed by this turbine produces almost all the thrust of the engine through the
reaction of the bypass air, which has a high mass flow moving at a speed which is relatively
slow when compared with that of a pure turbojet engine. The shaft which connects the low
pressure turbine to the low pressure compressor runs inside those connecting the HP and IP
compressors and their turbines.
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Figure 17.3 The turbine assembly of a triple spool engine.
Blade Shape
Nozzle guide vanes are of aerofoil shape and form convergent ducts where some of the
17
potential (pressure) energy in the gas stream is converted to kinetic (velocity) energy. The

turbine blades themselves can be:
a) Impulse type, like a water wheel.
b) Reaction type, which rotate as a reaction to the lift they create.
c) A mixture of the two called impulse/reaction.
The latter type is depicted in Figure 17.4.
Figure 17.4 The combination impulse-reaction blade.
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Figure 17.5 shows an end-on view of how the shape of the combination impulse/reaction blade
changes from its base to its tip. The shape change is accomplished by the blade having a greater
angle at the tip than at its base. This gives it a twist which ensures that the gas flow does equal
work along the length of the blade and enables the gas flow to enter the exhaust system with
a uniform axial velocity.
Normally gas turbine engines do not use the pure impulse or pure reaction type of blades. The
proportion of each type of blade utilized is dependent upon the design requirements of the
engine, in general the combination impulse/reaction is more commonly used. Impulse type
turbine blades are used in air starter motors.
It is very rare to find pure reaction blading used, if it is, the nozzle guide vanes are designed to
divert the gas flow direction without altering the pressure of the gas.
17
Figure 17.5 and Figure 17.6 How the twist of the blade changes it from impulse to reaction.
Figure 17.6
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Turbine Blade Fixing

The considerable stress imposed upon the turbine blade and the turbine disc when the engine
is rotating at working speed makes the method of fixing the blade to the disc extremely
important.
The fir tree fixing is most commonly used on modern engines. The serrations which form the
fir tree are very accurately machined to ensure that the enormous centrifugal load is shared
equally between them.
17
Figure 17.7 Fir tree root turbine blade attachment.
The blade is free in the serrations while the engine is not rotating, but the centrifugal force
imposed during operation holds it firmly in place. Figure 17.7 shows both the fir tree fixing and
the turbine blade shroud, previously mentioned.
Losses in the Turbine

The turbine is a very efficient mechanical device, nevertheless it does suffer losses during its
operation. On average these total about 8%. This is comprised of approximately 3.5% from
aerodynamic losses in the turbine blades and 1.5% aerodynamic losses in the nozzle guide
vanes, the rest is divided fairly equally between gas leakage over the blade tips and exhaust
system losses.
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Temperature Measurement
The maximum temperature that the turbine assembly can withstand limits the thrust or power
available. Exceeding the maximum temperature will cause irrepairable damage to the engine,
therefore monitoring the turbine temperature is imperative.
The temperature is measured by thermocouples placed in the gas flow somewhere in the
turbine assembly, typically after the high or low pressure turbine and termed Exhaust Gas
Temperature (EGT). The thermocouples are connected electrically in parallel. This has an added
advantage that if one probe is damaged, the temperature reading on the gauge, (a slight
drop) is virtually unaffected.
Other terms for gas temperature you may come across for older engines are: Turbine Inlet
Temperature (TIT), Turbine Gas Temperature (TGT), Jet Pipe Temperature (JPT). So named
because of the position of the thermocouples.
In modern engines the thermocouple probes are fitted inside selected fixed nozzle guide vanes
to enable temperature to be sensed without the probe being battered by the high velocity gas
flow. As the engine is accelerated to produce more thrust (or more SHP) the EGT will increase
in proportion with the extra fuel flow and vice-versa.
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Questions
1. The effect on the temperature and pressure of the gases as they pass across the
turbine is:
a. their temperature decreases and their pressure rises.

b. both their temperature and pressure increase.
c. both their temperature and pressure decrease.
d. their temperature increases and their pressure falls.
2. Nozzle guide vanes are fitted before the turbine:
a. to increase the velocity of the airflow.

b. to decrease the velocity of the gas flow therefore increasing its pressure.
c. to increase the velocity of the gas flow therefore reducing its pressure.
d. to increase the temperature of the gas flow.
3. One reason for shrouding turbine blades is:
a. to reduce “creep” which may occur in the blades.

b. to improve efficiency and reduce vibration.
c. to enable thinner blades to be used.
d. to minimize blade end erosion.
4. The blades are usually attached to the turbine disc by a “Fir Tree” root. A tight fit is
ensured during operation:
a. by the action of centrifugal force.

b. by thermal expansion of the disc.
c. by blade compression loads and thermal expansion.
d. by torque loading and thermal expansion.
17
5. The main contributory factors which cause creep in turbine blades are:
Questions
a. high temperature and tensile loading.
b. high rpm and torque loading.
c. high rpm and high gas speeds.
d. high temperature and high gas speeds.
6. A free power turbine:
a. has a clutch between the compressor and the power output shaft.
b. has no mechanical connection with the other turbine or compressor shafts.
c. has a direct drive with a free wheel unit.
d. comes free with every 2000 gallons of AVTUR.
7. The mixture of impulse and reaction blade shape in the average turbine blade is
such that:
a. the inner half is impulse and the outer half is reaction.

b. the inner half is reaction and the outer half is impulse.
c. the leading edge is reaction and the trailing edge is impulse.
d. the trailing edge is reaction and the leading edge is impulse.
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8. Blade creep is:
a. movement of the turbine blades around the turbine disc.

b. temporary expansion due to temperature change.
c. temporary elongation due to centrifugal forces.
d. permanent elongation due to heat and centrifugal force.
9. The net operating temperature of a gas turbine engine is limited by:
a. the materials from which the combustion chamber is constructed.

b. the amount of fuel which can be fed into the combustion chamber.
c. the ability of the compressor to pass sufficient air rearwards.
d. the materials from which the nozzle guide vanes and the turbine blades are
constructed.
10. The impulse-reaction blade is twisted along its length so that:
a. there is a greater angle at the base than at the tip.

b. the gas flow is accelerated through the turbine.
c. the gas does equal work along the whole of its length.
d. the gas flow is decelerated through the nozzle guide vanes.
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Chapter
18
Gas Turbines - The Exhaust System
The Jet Pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279

Jet Pipe Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279
Inlet and Exhaust Danger Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280
Gas Parameter Changes and Exhaust Mach Numbers in both a Convergent
and a Convergent-Divergent Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281
The Low Ratio Bypass Engine Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . 282
The High Ratio Bypass Engine Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . 283
Noise Suppression . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284
Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287
Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290
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The Jet Pipe

The exhaust system is an often underrated part of the propulsion unit, its design exerts a
considerable influence on the performance of the engine. The gases which discharge from the
turbine must exit in the correct direction and at the optimum velocity to provide the thrust
of the turbojet engine, while in the turboprop engine the turbine gas temperature and back
pressure at the turbine are to a large extent dictated by the design of the outlet nozzle.
The temperature of the gases entering the exhaust system can be between 550°C and 850°C.
This can rise to as high as 1500°C if afterburners (reheat) are used. The fuselage of the aircraft,
if it has the exhaust system running through it, must be protected from these temperatures,
this is done by both allowing a clearance between the jet pipe and the aircraft skin through
which air is allowed to circulate, and insulating the jet pipe with some form of fibrous material
sandwiched between thin layers of stainless steel.
18
Figure 18.1 A basic jet pipe.
Jet Pipe Design

The gas velocity leaving the turbine can be between 750 - 1250 feet per second, this is
somewhere around Mach 0.5. If this gas has to negotiate a long jet pipe before being ejected
into the atmosphere to provide thrust, a great deal of turbulence will be caused within the
pipe, this will lower the efficiency of the engine and reduce its thrust.
Figure 18.1 shows the basic layout for the jet pipe of an aircraft without afterburners. Although
the shape of the outer casing appears to be convergent, at the point where the gas leaves the
turbine, the shape of the volume within the casing is in fact divergent.
This is made possible by the insertion of the exhaust cone, a conical shaped device positioned
close up to the turbine disc rear face. As well as helping to reduce the velocity of the gases
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leaving the turbine before they pass down the length of the jet pipe, so minimizing turbulence,
the exhaust cone also prevents the hot gases flowing across the disc face, further reducing
disturbance, and preventing overheating of the disc.
The rear turbine bearing is also supported inside the exhaust cone via turbine rear support
struts, these are streamlined by fairings which also straighten out any residual whirl which may
exist in the gas stream as it exits the turbine. This residual whirl can cause additional losses if it
is allowed to pass into the jet pipe.
The exhaust gases travel down the jet pipe to atmosphere via the convergent propelling
nozzle. This increases the gas velocity to speeds of Mach 1 (the speed of sound in relation to
the temperature of the gases) in a turbojet engine at virtually all throttle openings above idle.
At this velocity, sonic speed, the nozzle is said to be choked.
The term ‘choked’ implies that no further increase in velocity can be obtained unless the gas
stream temperature is increased, for instance with the assistance of ‘reheat’.
Inlet and Exhaust Danger Areas

18
Figure 18.2 Inlet & exhaust danger areas.
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Gas Parameter Changes and Exhaust Mach Numbers in both a

Convergent and a Convergent-Divergent Nozzle
In the convergent exhaust duct, the shape of the duct accelerates the gas. In a turbojet, the
gas flows at subsonic speed at low thrust levels only, at almost all levels above idle power the
exhaust velocity reaches the speed of sound in relation to the exhaust gas temperature, at this
point the nozzle is said to be ‘choked’. This means that no further increase in velocity can be
obtained unless the temperature is increased.
When the gas enters the convergent section of the convergent-divergent nozzle its velocity
increases with a corresponding fall in static pressure. The gas velocity at this point now reaches
the local speed of sound (Mach 1). As the gas flows into the divergent section it progressively
accelerates towards the open exit, the reaction to this increase in momentum is a pressure
force acting on the inside wall of the nozzle. A component of this force which acts parallel to
the longitudinal axis of the nozzle produces the further increase in thrust.
18
Figure 18.3 Gas parameter changes.
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The Low Ratio Bypass Engine Exhaust System

Having two gas streams to pass to atmosphere makes the exhaust system of the bypass engine
a slightly more complex affair. The low ratio bypass engine exhaust, see Figure 18.4, combines
the bypass air and the hot exhaust gases in a mixer unit, this ensures thorough mixing of the
two streams before they are ejected into the atmosphere.
18
Figure 18.4 A low ratio bypass engine exhaust unit.
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The High Ratio Bypass Engine Exhaust System

Figure 18.5 shows two methods used to exhaust the cold bypass air and the hot exhaust gases.
The top illustration shows the standard method whereby the hot and cold nozzles are co-axial
and the two streams mix externally.
Greater efficiency can however be obtained by fitting an integrated exhaust nozzle. Within this
unit the two gas flows are partially mixed before ejection to atmosphere.
18
Figure 18.5 High ratio bypass engine exhaust systems.
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Noise Suppression
Figure 18.6 shows relative sound levels from various sources, some of the highest among them
being aircraft engines.
Although an aircraft’s overall noise signature is the combination of sounds from many sources,
the principal agent is the engine. Airport regulations and aircraft noise certifications governing
the maximum noise level which aircraft are allowed to produce, have forced rigorous research
into ways of reducing that noise.
The most significant sources of noise from the engine originate from the compressor (the fan
in high ratio bypass engines), the turbine and the exhaust. Although the noises which spring
from these various sources all obey slightly different laws and mechanisms of generation, they
all increase with greater relative airflow velocity.
18
Figure 18.6 Sound levels from various sources.
Exhaust noise is affected to a larger degree than either compressor or turbine noise by a
reduction in velocity, it is logical therefore to expect that a reduction in exhaust jet velocity
would have a stronger influence in reducing noise levels than an equivalent reduction in either
compressor or turbine speeds.
The relative speed difference between the exhaust jet and the atmosphere into which it is
thrusting causes a shearing action which in turn creates a violent and extremely turbulent
mixing. Figure 18.7 shows the pattern formed and the zones where high and low frequency
noise is generated.
With a pure jet engine, the noise of the exhaust is of such a high level that the noise of the
compressor and the turbine is insignificant, except at very low thrust conditions.
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Figure 18.7 The pattern of noise created by jet exhaust.
The exhaust noise of a bypass engine drops because of the reduction in velocity, but because
they are handling a much greater power, the turbines and the low pressure compressor
generate a higher noise output.
In the case of a high ratio bypass engine (5 to 1), the noise from the jet exhaust has reduced
to such a degree that the noise from the low pressure compressor (the fan) and the turbine
become predominant.
Having reduced noise from the main source, it was logical to suppose that engine manufacturers
would then concentrate on lowering the levels of noise from the rest of the engine, the fan
and the turbine.
The use of noise absorbing material (acoustic-lining) in the bypass duct and the engine intake,
18
see Figure 18.8, next page, was extremely efficient in reducing noise in that region, further

down the engine, in the hotter zones, slightly different materials were used to great advantage
in the same quest for noise reduction.
The disadvantages of these materials is that they add a small percentage in weight, and their
skin friction is slightly higher, together they cause a slight increase in fuel consumption.
Whereas the modern engines could take advantage of the new methods of sound absorbing
materials, aircraft fitted with older pure turbojets had to find some other system of reducing
their noise output.
Aircraft can still be seen with ‘corrugated internal mixers’ and ‘lobe type nozzles’ fitted to
the rear of their power units. The latter caused the gases to flow in separate exhaust jets
that rapidly mix with slower moving air trapped by the lobes. The corrugated internal mixer
was most efficient at reducing noise, but also induced performance penalties that limited its
popularity with aircraft operators.
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Figure 18.8 The types of materials used for noise suppression & their locations.
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Questions
1. The velocity of the gases in the exhaust unit is held to:
a. Mach 0.5 to minimize turbulence

b. Mach 0.75 to optimize the pressure distribution
c. Mach 0.85 to maximize thrust
d. Mach 1 to maximize acceleration
2. The exhaust cone:
a. straightens the gas flow before it goes into the turbine assembly
b. prevents the hot gases flowing across the rear turbine face
c. increases the velocity of the gases
d. decreases the pressure of the gas
3. The propelling nozzle is designed to:
a. increase the velocity and decrease the pressure of the gas stream
b. decrease the velocity and increase the pressure of the gas stream
c. to increase the velocity and the pressure of the gas stream
d. to decrease the velocity and the pressure of the gas stream
4. A nozzle is said to be “choked” when:
a. the gas flow through it is subsonic

b. the gas flow through it reaches its sonic value
c. the gas temperature rises
d. the gas flow through it is supersonic
5. A choked nozzle:
a. decreases thrust
18
b. gives additional pressure without the addition of heat
c. has no effect on thrust
Questions
d. implies that no further increase in velocity can be obtained without the
increase of heat
6. The exhaust gases pass to atmosphere via the propelling nozzle which:
a. is a convergent duct, thus it increases the gas velocity

b. converts kinetic energy into pressure energy
c. is a divergent duct, thus it increases the gas velocity
d. is a divergent nozzle, thus it increases the gas pressure
7. The jet pipe is insulated from the airframe by:
a. heat insulation materials

b. a cooling air jacket
c. a combination of cooling air and insulating material
d. semi-conducting geodetic structures
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8. The noise from a high ratio bypass engine:
a. is created mainly in the exhaust section

b. is high in the exhaust section because of the high velocity gas flow
c. is predominantly from the fan and the turbine
d. is greater than that from a turbojet engine of comparable power output
9. The shape of the volume within the jet pipe casing immediately to the rear of the
turbine:
a. is convergent to accelerate the gases towards the propelling nozzle

b. is divergent to accelerate the gases away from the turbine blades
c. is convergent to increase the pressure of the gases in the jet pipes
d. is divergent to reduce the velocity of the gases leaving the turbine
10. The turbine rear support struts:
a. add swirl to the gases before they travel down the jet pipe
b. prevent the hot gases flowing across the rear face of the rear turbine bearing
c. allow entry of the bypass air into the exhaust system
d. straighten out any residual whirl in the gas stream
11. An exhaust nozzle is said to be choked when the velocity at the throat is:
a. Mach 0.5
b. below Mach 1
c. at Mach 1
d. above Mach 1
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Chapter
19
Gas Turbines - Lubrication
The Reasons for Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293

Lubricating Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293
The Pressure Relief Valve Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 294
The Full Flow Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 295
The Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 297
Oil Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 297
Oil Coolers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 298
Magnetic Chip Detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 299
The Centrifugal Breather and Vent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300
Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300
Types of Lubricating Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301
Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302
Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306
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The Reasons for Lubrication

There are many reasons for having a lubricant within the engine besides that of reducing
friction. However scrupulously clean the engine is maintained, there will always be a small
amount of dirt or impurities that find their way inside. That dirt must be removed before it can
cause damage to bearings or block small oil passageways.
The oil can be used to keep the engine clean by carrying dirt to the oil filter where it is strained
out and where it remains until replacement of the filter.
The majority of the bearings within the engine are manufactured from steel, a metal which
would soon oxidize itself if it were not prevented from doing so by a liberal coating of oil, thus
the lubricant will also minimize corrosion inside the engine.
The engine bearings, particularly those around the hot end of the engine, must be cooled if
they are to be able to withstand the constant stresses imposed upon them, the most likely
medium for cooling is the lubricant which cleans, reduces friction and corrosion.
Not least among the tasks given to the lubricating oil is that of a hydraulic fluid, in many turbo-
prop engines the control of the pitch of the propeller blades is achieved by passing some of the
engine lubricating oil into the pitch change mechanism.
Lubricating Systems
Most gas turbine engines use a self-contained recirculatory lubrication system in which the oil
is distributed around the engine and returned to the oil tank by pumps.
There are two basic re-circulatory systems, the pressure relief valve system, or the full flow
system.
A schematic layout of the basic system is shown in Figure 19.1 showing the relative location of
the major components.
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Figure 19.1 Schematic gas turbine oil system.
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The oil used will be invariably synthetic because of the high temperatures involved. Oil level is
checked immediately after engine shutdown. Unlike a piston engine the oil is not changed on
a regular basis because gas turbine engines use more oil due to the nature of the air seals and
the synthetic oil does not break down and oxidize like mineral oils do. The filters however are
removed, washed out, and refitted at regular intervals to examine any debris collected and
evaluate the wear rate of the engine.
The Pressure Relief Valve Lubrication System

In the pressure relief valve system a spring loaded valve limits the pressure in the feed line and
so controls the flow of oil to the bearing chambers.
The pressure is restricted to a value which the engine designer considers correct for all conditions
that the engine might encounter. The spring loaded valve opens at the pressure generated by
the oil pressure pump at engine idling speed and consequently gives a constant feed pressure
over the whole of the engine speed and oil temperature ranges.
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Figure 19.2 A pressure relief valve type oil system.
Figure 19.2 shows the pressure relief valve method and the basic components for a turboprop
engine lubrication system. The oil is drawn through a suction filter to the oil pressure pump.
The suction filter protects the pump from damage should any debris enter the tank. The oil
is then passed through the pressure filter to the pressure relief valve which maintains the oil
pressure to the feed jets in the bearing chambers constant.
The oil passes to the feed jets through internal drillings and external oil pipes, in this particular
engine the hollow interior of the compressor/turbine shaft is used to transfer oil from the front
of the engine, where it is used in the pitch control mechanism, all the way through to the rear,
where it is used in the turbine bearings.
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The torque meter pump shown in this diagram is used to boost engine oil pressure to a much
greater figure, in some turboprop engines that figure can be as high as 600 pounds per square
inch. This pressure is utilized to balance the axial thrust of the helically cut gears within the
propeller reduction gear.
As has already been explained, measuring the torque meter oil pressure will give an accurate
indication of the torque being transmitted to the propeller, reference figures which take
account of the ambient temperature and pressure allow the pilot to find the minimum torque
pressure which the engine should be capable of producing in any set of conditions.
When the oil has completed its tasks of lubricating, cooling, cleaning and acting as a hydraulic
medium, it falls into collecting trays or compartments which communicate with the scavenge
pumps.
The scavenge pumps are mounted in the same oil pump pack which contains the oil pressure
pump. Although there is only one pressure pump, the oil pump pack may contain several
scavenge pumps. This will ensure that the method of lubrication remains a dry sump system.
The scavenge pumps push the oil through an air-cooled oil cooler in this particular engine,
different engines may have different types of oil cooler fitted. Whatever the type of oil cooler,
its job is to drop the temperature of the oil after its journey through the engine.
The next stage for the oil is the de-aerator tray, here any air bubbles which will have been
collected in the oil are allowed to escape and the oil falls to the oil tank, in this case the tank is
contained around the engine intake.
Any air pressure which has been built up within the engine lubrication system, through
leakage from seals or from the de-aerator tray must be allowed to escape. If it was just vented
to atmosphere then any oil mist contained within it will pass to atmosphere also, thus the
oil contents would quickly diminish. To prevent this happening the oil mist is vented via a
centrifugal breather which is positioned in the accessory gearbox.
The Full Flow Lubrication System
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This system achieves the required oil flow to the engine throughout its entire speed range by

allowing the oil pressure pump to directly supply the oil feed jets without the use of a pressure
relief valve. Using this system allows the use of smaller pressure and scavenge pumps since the
volume of oil passed is less than that in the pressure relief valve system. This happens because
of the large amount of oil which is spilled back to the oil tank by the pressure relief valve at
high engine speed.
In Figure 19.3 the pressure pump picks up oil from the oil tank through a suction filter and
passes it through a pressure filter to the distribution galleries. Across the pressure filter is an
oil differential pressure switch. This can give warning of blockage of the filter. This warning is
usually indicated at the ground crew servicing panel and is sometimes duplicated by a warning
light on the flight deck.
One gallery takes the oil up to an oil pressure transmitter and low oil pressure warning switch.
These are used primarily to give warning in the cockpit of malfunctions in the oil system. Other
parameters indicated in the cockpit are those of oil quantity and oil temperature, the latter
being measured as the oil leaves the oil cooler.
It is from this same gallery that oil is taken to lubricate all of the bearings in the accessory
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drive gearbox. The other gallery is used to transfer oil to the bearings which support all of the
compressor spools.
The bearings are lubricated by oil jets which are positioned very close to the bearings so as to
minimize the possibility of the oil being deflected from its target by local turbulence. Just prior
to the oil jets are fitted thread type filters, these perform the function of a ‘last chance’ filter,
removing any debris which may have managed to pass through the main pressure filter.
As in the pressure relief valve system, when the oil has completed its tasks it is collected and
passed back through scavenge pumps. Prior to the oil reaching the scavenge pump it must pass
over a chip detector and through a suction filter.
The scavenge pumps force the oil through to the oil cooling system, in the engine shown in
Figure 19.3 there are two types of oil cooler, a fuel-cooled oil cooler and an air-cooled oil cooler.
Normally the fuel-cooled oil cooler is sufficient to cool the oil on its own, but in the event
that it proves inadequate a valve opens automatically and brings the air-cooled oil cooler into
operation as well.
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Figure 19.3 A full flow type lubricating system.
As has been seen previously, air pressure escaping from seals cannot be allowed to build up
within the engine and it is vented through the hollow shaft between the intermediate gearbox
and the external gearbox, leaving the latter via the centrifugal breather.
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The Oil Tank

The oil tank is normally a separate unit mounted on the side of the engine, although it can be
part of the engine intake, or even an integral part of the external gearbox. As a separate unit,
Figure 19.4, it must incorporate provision for filling, both by gravity and, more normally, by
pressure. There must also be some method of determining the contents of the tank, either by a
sight glass or by a dipstick, sometimes by both. A de-aerator tray allows removal of air bubbles
from the oil as it flows back into the tank.
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Figure 19.4 A typical oil tank.
Oil Pumps
Gear type pumps which consist of a pair of
intermeshing steel gears located within a close
fitting aluminium housing, are the normal
method of delivering and retrieving oil in a re-
circulatory system.
When the gears are rotated, oil is drawn into

the pump, carried round by the teeth and
delivered at the outlet. Figure 19.5 shows a
gear type oil pump.
The oil pumps, both pressure and scavenge,

are fitted on the accessory housing.
Figure 19.5 A gear type oil pump.
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They are fitted within an oil pump pack which consists normally of one pressure pump and
perhaps as many as six scavenge pumps.
The oil pumps are vital to the operation of the engine, if an oil pump fails the engine must be
shut down immediately, for this reason the oil pump pack drive shaft is not fitted with a shear
neck they must continue to supply oil for as long as possible, regardless of damage.
Oil Coolers
Oil coolers can be either air-cooled or fuel-cooled, some engines use both systems. If an engine
does use both air and fuel to cool the oil, the oil temperature can be monitored electronically
and the air cooler switched in only when necessary. This maintains the oil temperature at a
figure which improves the thermal efficiency of the engine.
Whether it is fuel or air-cooled, the oil cooler is basically a radiator which exchanges heat from
one medium to another. The cooler consists of a matrix assembly which is partitioned by baffle
plates. The baffle plates ensure that the oil takes the longest path through the matrix and it
thus gains maximum benefit from the cooling effect of the fuel flowing through the tubes
within the matrix.
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Figure 19.6 A fuel-cooled oil cooler
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The fuel-cooled oil cooler has a double benefit, the fuel in the aircraft wing tanks is inevitably
very cold and requires warming up before it gets to the fuel filter, the oil is hot and requires
cooling, this device allows both requirements to be carried out within it, a rare chance of
achieving two for the price of one. Incorporated in the fuel-cooled oil cooler is an oil bypass
valve, this is fitted across the oil inlet and outlet.
At a predetermined pressure in the oil inlet zone, the valve will prevent oil passing through the
cooler matrix and open a path direct to the oil outlet. This will prevent oil starvation should
the cooler become blocked and also preclude the chance of any damage being done to the
relatively fragile matrix assembly by very viscous oil.
In the event that damage to the matrix does occur, fuel is prevented from entering the oil
system by a pressure maintaining valve which ensures that the oil pressure is always higher
than the fuel pressure, thus the oil will leak into the fuel system rather than the other way
round. A fuel-cooled oil cooler is illustrated in Figure 19.6.
Magnetic Chip Detectors

Chip detectors, which are magnetic plugs, are fitted into the scavenge lines to collect ferrous
material from the oil as it returns to the scavenge pumps. The chip detector is retained in the
pipeline by a bayonet fitting within a self-sealing valve housing. This means that the detector
can be removed without any loss of oil.
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Figure 19.7 A magnetic chip detector.
Figure 19.7 illustrates the magnet contaminated by iron filings, evidence of impending failure
in the bearing chamber monitored by that particular chip detector.
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The Centrifugal Breather and Vent

To prevent excessive air pressure within the gearbox and the bearing chambers, the interior of
the engine must be vented to atmosphere. Oil droplets in the air form an oil mist which, if it
was allowed to escape unhindered, would deplete the engine oil contents rapidly. The oil mist
is vented to the gearbox where it must pass through the centrifugal breather before reaching
the atmosphere, see Figure 19.8.
Figure 19.8 The centrifugal breather & vent.
The centrifugal breather is rotated at high speed and as the oil mist enters, it is thrown outwards
by centrifugal force. Around the inside periphery are de-aerator segments, the oil is separated
from the mist and is eventually flung back into the gearbox to be picked up by a scavenge
pump. The air, having less inertia, makes its way out of the centre of the rotating portion of
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the breather to atmosphere having had all the oil removed. Thus the centrifugal breather
minimizes oil loss in the gas turbine engine.
Filters
To facilitate the oil’s task of cleaning, a number of filters and strainers are positioned within the
lubrication system. This prevents debris and foreign matter from being continuously circulated
around with the oil.
As described earlier the oil is drawn through a suction filter before it goes into the pressure
pump, the suction filter takes the form of a coarse strainer which prevents debris being drawn
into the pump and damaging it.
At the outlet of the pressure pump, a pressure filter is fitted, this is a very fine mesh filter which
will retain any small particles which might block the oil feed jets. Mentioned earlier are thread
type filters, performing the function of a ‘last chance’ filter immediately prior to the oil jets.
Each return oil line contains a scavenge filter, just downstream of the magnetic chip detector.
These scavenge filters will collect any debris returning from the lubricated component.
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Both pressure and scavenge filters are constructed in a tubular form from either a very finely
woven wire cloth, or resin impregnated with fibres. Some filters may have a differential
pressure switch fitted across them or alternatively they may be fitted with a ‘pop up indicator’,
a small button which can be seen protruding from the filter casing to give a visual warning of
a partially blocked filter.
Types of Lubricating Oils

Gas turbine engine oils must have a high enough viscosity for good load carrying ability, but
they must also have a sufficiently low viscosity to ensure a good flow of oil at low temperatures,
for instance starting after prolonged cold soaking.
Early gas turbine engines used the same oils as had been used in petrol engines for years, these
oils were mineral based. It was found that under the higher temperatures and speeds at which
gas turbine engines operated mineral oils burnt, scummed and oxidized.
To attain the properties mentioned at the start of this chapter synthetic oils had to be developed.
These oils had the following qualities:
a) Low Volatility, to prevent evaporation at high altitudes.
b) High Flash Point, the temperature at which the oil vapours will ignite if near a flame.
c) High Film Strength, the ability of the oil molecules to stick together under compression
loads and adhere to surfaces under centrifugal loads.
d) A Wide Temperature Range, most gas turbine lubricating oils have a temperature range
of -45°C to +115°C.
e) A Low Viscosity, this increases the ability of the oil to flow under low temperature
conditions.
f) A High Viscosity Index, this is an indication of how well the oil retains its viscosity when
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heated to its operating temperature.

The use of a low viscosity oil is enabled because of the absence of reciprocating parts and
heavy duty gearing.
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19 Questions
Questions
1. A centrifugal breather is used on a gas turbine engine:
a. to circulate the oil smoothly.

b. to minimize oil loss.
c. to emulsify the oil and air mixture for greater viscosity.
d. to allow oxidization of the oil.
2. A high oil temperature would indicate that:
a. the oil pressure was high.

b. the exhaust gas temperature (EGT) was high.
c. the oil filter was blocked.
d. the air intake of the oil cooler was blocked.
3. Oil seals are pressurized:
a. to ensure oil is forced into the bearings.

b. to ensure minimum oil loss.
c. to ensure that the oil is prevented from leaving the bearing housing.
d. to minimize heat loss in the bearing housing.
4. In the event that damage occurs to the matrix of the fuel-cooled oil cooler:
a. a pressure-maintaining valve ensures that the oil pressure is always higher than
the fuel pressure.
b. the fuel pressure is always kept higher than the oil pressure to ensure that the
fuel will leak into the oil system.
c. a differential pressure switch will illuminate a light in the cockpit.
d. the oil bypass valve will prevent a complete loss of oil pressure.
5. The bearing chambers of a gas turbine engine are vented:
a. via the auxiliary gearbox drive.

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b. via the centrifugal breather.

Questions
c. via the air seals, into the gas stream.

d. to prevent oil loss.
6. The main bearings in an axial flow gas turbine engine are normally pressurized by:
a. compressor bypass air.

b. air at intake pressure.
c. air from an intermediate stage of the compressor.
d. gas from the second stage turbine section.
7. Magnetic Chip Detectors are fitted in the engine:
a. to facilitate early detection of cracks in the compressor blades.

b. to facilitate early warning of cracks in the turbine blades.
c. to provide a warning of impending failure in the engine bearings.
d. to prevent a build up of starch in the scavenge oil filter.
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8. An inter-stage air seal is used where:
a. engine sections are operating at different pressures.

b. engine sections are subjected to pressures of the same value.
c. it is more convenient.
d. it is difficult to obtain access during routine servicing.
9. An Internal Engine Overheat warning would necessitate:
a. the oil temperature to be closely monitored.

b. the EGT to be closely monitored.
c. the engine power to be reduced to idle.
d. the engine to be shut down.
10. If engine run down time is short, coupled with high oil consumption, the most
probable cause is:
a. compressor blade rub.

b. incorrect relief valve setting.
c. excessive sealing air pressure.
d. bearing chamber labryinth seal rubbing.
11. Gas turbines use for lubrication:
a. mineral oil with additives (compound).

b. mineral oil straight.
c. multi-grade 20/50.
d. synthetic oil.
12. For a pressure relief lubricating system, select the correct statement:
a. the flow and pressure change with engine speed.

b. the pressure relief valve is fitted in series with the pump.
c. the pressure remains the same for all engine operating parameters.
d. the relief valve opens when pressure has reached the required pressure.
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Any excess flow is returned by a dedicated line to the base of the engine for
scavenging.
Questions
13. If the engine oil pump ceases to function the engine:
a. will continue to operate at a lower rpm because the engine will be able to
suck the oil from the reservoir and be sufficiently lubricated.
b. should be shut down.
c. will be unaffected because the scavenge pumps have a larger operating
capacity than the pressure pumps and will ensure the engine is lubricated
sufficiently.
d. should be monitored for a period of time to record oil temperature.
14. In a gas turbine engine oil temperature is measured:
a. as it leaves the fuel-cooled oil cooler (FCOC).

b. before entering the engine.
c. immediately after leaving the engine.
d. in the engine.
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19 Questions
15. In a gas turbine engine oil pressure is measured:
a. in the engine.
b. in the return line.
c. after the pressure pump.
d. in the FCOC to ensure oil pressure is always above fuel pressure.
16. The magnetic chip detectors are fitted in:
a. the pressure line between the pressure pump and the engine.
b. suction line between the reservoir and the pressure pump.
c. return line between the engine and the scavenge pump.
d. return line after the FCOC.
17. Gas turbines use:
a. wet sump and mineral oil.

b. dry sump and synthetic oil.
c. wet sump and synthetic oil.
d. dry sump and mineral oil.
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Questions
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Answers
1 2 3 4 5 6 7 8 9 10 11 12
b d b a b c c a d d d c
13 14 15 16 17
b a c c b
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Chapter
20
Gas Turbines - Thrust
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 309
Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 309
The Thrust Formula . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 309
Momentum Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310
Gross Thrust (Fg) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310
Gross Thrust Calculation (Fg) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310
Net Thrust Calculation (Fn) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 311
Fan Engine Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 311
Example (Using Above Figures) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 311
Pressure (Choked Nozzle) Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 312
Choked Nozzle Thrust Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 312
Thrust Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 312
Thrust Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313
Equivalent Shaft Horsepower (ESHP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313
Specific Fuel Consumption (SFC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313
Thrust to Weight Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313
Variation of Thrust with rpm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313
Variation of Thrust with Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 314
Variation of Thrust with Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 316
Variation of Thrust with Aircraft Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 317
Ram Recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 318
Effect of Altitude on SHP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 319
Effect of Aircraft Speed on SHP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320
Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 321
Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 324
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Introduction
It was stated in Chapter 1 that thrust was derived as a reaction to accelerating a mass of air
backwards thereby achieving forward thrust.
In accordance with Newton’s third law, for every action there is an equal and opposite reaction.
Or, by formula:
F = ma (Force = Mass × acceleration)
Thrust
A gas turbine engine is simply a device which manufactures potential pressure energy and then
converts it into kinetic velocity energy.
Some of the energy performs work at the turbine and the remainder is used to create thrust.
Simply, one unit of air has been increased in size by combustion with fuel and heat expansion
so that it will have to accelerate greatly in order to leave the exhaust nozzle.
Figure 20.1
The Thrust Formula
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There are two elements which make up the total thrust. These are momentum thrust and
pressure thrust. Momentum thrust is always present when the engine is running, and is derived
directly from the F = ma equation given above. An extra source of thrust, known as pressure
thrust, occurs when the airflow through the engine reaches the speed of sound. Total thrust is
given by the following formula:
Thrust = Wa (Vo - Vi) + Pressure Thrust
where: Wa = Mass flow of air per second
Vo = exit velocity of air
Vi = inlet velocity of air
We will deal with the calculation of pressure thrust shortly.
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Momentum Thrust
Because momentum thrust depends on the relationship between inlet and exit velocity of the
air passing through the engine, it is dependent on the aircraft’s speed through the air. It will
be greatest when the aircraft is stationary on the ground before take-off and will reduce as
the airspeed, and therefore the inlet speed, increases. It is considered to be maximum when
the aircraft is stationary at sea level (high pressure) under conditions of low temperature (high
density) and low humidity.
When the engine is stationary and developing its maximum thrust, this is known as gross thrust.
When there is airflow passing through it, as when airborne, the thrust developed is known as
net thrust.
Gross Thrust (Fg)

Gross thrust (Fg) is the thrust produced when the engine is not moving through the air. The
acceleration given to the gas is the difference in velocity of the unit of air entering the intake
(Vi), and the unit of air exiting the nozzle (Vo). Substituting into F = ma:
Wa(Vo - Vi)
Fg =
g
where:
Wa = Weight of air per second
Vo = exit velocity of air in ft/sec
Vi = inlet velocity of air in ft/sec
g = gravitational force, 32.2 ft/sec2
If the mass flow and velocities are given in Imperial units (i.e. lb/sec and ft/sec) it is necessary to
20
convert from force to mass by dividing by g, as above. If they are given in SI units (kg/sec and
metres/sec), the conversion is already factored into the units, and it is incorrect to divide by g.
Most gas turbine engine manufacturers express their engine outputs in lb wth a kN equivalent
(in brackets) alongside.
Gross Thrust Calculation (Fg)

A small business jet is at rest before take-off, and is at take-off power. Mass airflow is 60lb/sec
and the exhaust velocity (Vo) is 1600 ft/sec.
If the aircraft at rest, inlet velocity (Vi) is zero. We can now substitute into the momentum
thrust equation:
Wa(Vo - Vi) 60 (1600 - 0)

Fg = g = = 2981 lb (13.26 kN)
32.2

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Carrying out the same calculation in SI units:
60 lb is 27.211 kg. 1600 ft is 487.68 metres.
Fg = W (Vo - Vi) = 27.211 (487.68 – 0) = 13.27 kN
(1 pound = 4.448 newtons)
Net Thrust Calculation (Fn)

Thrust reduces as aircraft speed increases, which results in a reduction in the acceleration of the
mass flow through the engine. This is net thrust.
Vo remains constant and Vi increases, therefore the a in F=ma decreases.
Now assume that the same aircraft is flying at 300 knots TAS (506 ft/sec).
Wa(Vo - Vi) 60 (1600 - 506)
Fn = g = = 2038 lb (9.07 kN)
32.2
Fan Engine Thrust

A fan engine produces both a core engine (or hot) stream at a high velocity and a fan (or cold)
stream at a lower velocity. In this case, the hot and cold streams are dealt with separately and
added together.
20
Figure 20.2
Example (Using Above Figures)

Wa(Vo - Vi) 1200 × 800
Thrust (Fan) = = 29 814 lb (132.6 kN)
g 32.2

W (V - V ) 300 × 1000
Thrust (Core Engine) = a go i = = 9317 lb (41.5 kN)
32.2

TOTAL = Fan + Core Engine = 29814 + 9317 = 39131 lb (175 kN)
Note: The fan accounts for 75% to 90% of the total thrust.
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Pressure (Choked Nozzle) Thrust

Although the momentum change of the gas stream produces most of the thrust, additional
thrust is produced when, under high thrust conditions, the gas velocity reaches the speed of
sound and can not be accelerated any further. Under these conditions, the nozzle is choked
and the pressure of the gases in the nozzle increases above atmospheric.
The pressure difference across the nozzle produces “pressure thrust” which is effective over the
nozzle area, and is additional to “momentum thrust”.
Most turbojet engines operate a choked nozzle during high power conditions. On these
engines, pressure thrust is added to the calculated momentum thrust. Engines operating with
a non-choked nozzle would use calculated momentum thrust only.
Choked Nozzle Thrust Example

The choked nozzle thrust is caused by the difference in the pressure at the nozzle, which is
that of the atmosphere, and the pressure within the engine, which has increased because of
supersonic airflow. For instance, at 32 000 feet, atmospheric pressure is about 4 lb/in2 (psi). This
is called ambient pressure, which we will label as Po. If the pressure inside the engine were 10
psi (which we will label as P), then the differential is 6 psi.
The general expression for force is:
FORCE = PRESSURE × AREA
This is expressed as: Pf = (P – Po) × A
Suppose that:
Area of nozzle (A) = 332 in2
P = 10 psi
20
Po = 4 psi
Pressure thrust = Pf = (P – Po) × A
= (10 – 4) × 332
= 1992 lb (8.86 kN) Figure 20.3
Thrust Indications
The power of a turbojet is measured in thrust and displayed by a P7 or EPR gauge which are
thrust meters. A turbopropeller’s output is measured in shaft horsepower (SHP) and displayed
by a torque meter. In modern fan engines N1 and sometimes EPR are indications of thrust.
(N1, P7, EPR and Torque Meters are covered in Powerplant and Systems Monitoring Instruments).
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Thrust Ratings
Take-off thrust Maximum thrust from the engine which is normally time limited.
Go-around thrust This can be take-off thrust but is normally a lower value of thrust.
Max continuous thrust This thrust setting can be used continuously.
Max climb thrust This thrust setting is equivalent to max continuous and gives best
angle of climb speeds.
Max cruise thrust This is a value below max continuous to prolong engine life.
Equivalent Shaft Horsepower (ESHP)

ESHP is the unit of power output for turboprop and some turboshaft engines.
ESHP = SHP + HP from jet thrust.
Under static conditions one shaft horsepower equals approximately 2.5 pounds of thrust.
The gas turbine engine can give a small mass of air a large acceleration (low bypass ratio turbo-
jet) or a large mass of air a small acceleration (high bypass ratio turbo-fan, or turboprop). The
merits of each relative to propulsive efficiency were discussed in chapter one.
The thrust or shaft horsepower developed must then be dependent on the mass of air entering
the engine and the acceleration given to that mass as it passes through the engine, it will be
affected by changes in altitude, temperature and airspeed which all have a bearing on the
efficiency of the engine and therefore the gas energy available for conversion into thrust or
SHP.
Specific Fuel Consumption (SFC)

To maintain an economical engine the ratio of fuel consumption to thrust or SHP must be as
low as possible. This is the Specific Fuel Consumption (SFC) and is measured in pounds of fuel
used per hour per pound of thrust or SHP. The thermal and propulsive efficiency determine
the SFC.
20
Thrust to Weight Ratio
In a similar way to piston engines (which produce power), a gas turbine engine’s thrust output
can be compared to its weight. This is known as the Thrust to Weight Ratio and is used to
compare one engine against another.
Example:
A gas turbine engine producing 53 000 lbf (static thrust) with a weight of 10 400 lb, would have
a thrust/weight ratio of 53 000/10 400 = 5:1.
Variation of Thrust with rpm

The amount of thrust produced by a turbojet is proportional to its rpm. (Increased rpm increases
the mass flow). The higher proportion of the thrust is produced at compressor speeds higher
than 80-85% HP rpm.
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At engine idle for a twin spool engine the HP rpm will be of the order of 50-60% and the LP
rpm about 25%. These are the ground idle values. In flight these values will be higher because
of the power take-offs from the engines.
In the high bypass ratio turbofan 25% N1 is approximately equivalent to 5% of the take-off
thrust. Engine thrust is rated by the following terms:
Figure 20.4
Variation of Thrust with Altitude

As aircraft altitude increases both temperature and pressure decrease. The fall of pressure
causes a reduction in air density and therefore a loss of thrust as altitude increases. As the mass
flow of air decreases the altitude sensing capsule of the fuel control unit adjusts the fuel flow
20
to match the reduced airflow in order to maintain a constant engine speed for a fixed throttle
position.
The fall of temperature increases the air density so that the mass flow of air into the engine
increases and the thrust increases.
The combined effect of temperature and pressure reduction are that thrust will decrease but
at a lower rate than if the pressure alone was reducing. Until of course the aircraft reaches
the tropopause when any increase in altitude will cause the pressure to keep reducing but the
temperature remains constant at -56°C. So the thrust will reduce at a greater rate. It will be
seen that the SFC will remain essentially the same as the thrust decreases along with fuel burn
as altitude increases.
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20
20
Figure 20.5
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Variation of Thrust with Temperature

As temperature decreases air density increases and the mass of air for a given engine speed
increases therefore thrust increases. To maintain the compressor speed however more fuel
must be added or the compressor will slow down.
The opposite will happen in warmer air which is less dense, thrust will decrease because of the
reduced mass flow and the compressor will speed up unless fuel flow is reduced.
In cold weather the denser air allows the engine to develop the required take-off thrust before
the limiting temperature has been reached because of the maximum available pressure ratio
across the compressor (power limiter). These are called part throttle or flat rated engines
whereby the take-off rated thrust can be achieved at throttle settings below full throttle
position.
20
Figure 20.6
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Variation of Thrust with Aircraft Speed

Theoretically as aircraft speed increases thrust decreases. If you look at the thrust equation
then assuming that the exit velocity remains the same then if the inlet velocity increases then
it follows that the thrust will decrease. In reality the forward speed generates extra pressure in
the intake as described below.
The increase in Ram Ratio (Figure 20.8) increases the mass flow therefore fuel flow has to be
increased causing an increase of SFC as the net thrust decreases.
20
Figure 20.7
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Ram Recovery
As the aircraft speed increases the inlet converts some of the extra velocity into pressure by the
shape of the intake (Ram Recovery).
This increases the pressure at the face of the compressor therefore increasing the mass flow for
a given compressor speed therefore restoring some of the otherwise lost thrust.
20
Figure 20.8
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Effect of Altitude on SHP

As aircraft altitude increases a turboprop engine suffers a similar loss of power as density
reduces.
Shaft horsepower and net jet thrust reduce (ESHP reduce).
As density reduces fuel flow reduces but the specific fuel consumption remains essentially the
same.
20
Figure 20.9
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Effect of Aircraft Speed on SHP

As airspeed increases on a turboprop engine the ram effect into the intake causes the SHP to
increase, as net jet thrust decreases.
Fuel burn increases in line with additional mass flow but sfc goes down.
20
Figure 20.10
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Questions
20
Questions
1. In a gas turbine engine:
a. ram pressure is maximum at the start of the take-off run

b. ram pressure is unaffected by airspeed
c. thrust is unaffected by the aircraft’s forward speed
d. thrust is maximum and ram pressure at minimum at the start of the take-off
run
2. In a high bypass engine whose fan max rpm is 20 000 rpm, when turning at 5000
rpm will develop approx.
a. 25% take-off thrust

b. 50% take-off thrust
c. 5% take-off thrust
d. 15% take-off thrust
3 With an increase in altitude which of the following statements are correct for a jet
aircraft with constant engine speed for a fixed throttle setting?
1. Temperature and pressure reduce with a resulting drop in thrust

2. Fuel consumption will increase
3. Fuel consumption will decrease
4. Specific fuel consumption will increase
5. Specific fuel consumption will decrease
6. Specific fuel consumption stays relatively the same
7. Temperature and pressure will reduce, resulting in an increase in thrust
a. 1, 3, 6
b. 2, 4, 1
c. 7, 2, 4
d. 1, 2, 5
4. The maximum thrust that a jet engine can develop will be:
a. take-off thrust
20
b. go around thrust
Questions
c. max climb thrust
d. max static thrust
5. As temperature ............. air density............. and the mass of air for given engine
speed ............ therefore thrust .............. To maintain the compressor speed however
.............. fuel must be added or the compressor will .............
a. decreases decreases increases increases less slow down

b. increases decreases decreases increases more slow down
c. decreases increases increases increases more slow down
d. increases decreases increases decreases less speed up
6. From a standing start with an increase in forward speed jet thrust will:
a. increase
b. stay the same
c. decrease
d. decrease then recover but will never achieve its initial setting
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20 Questions
7. On a turboprop aircraft with a 14 stage axial flow compressor while climbing it will
experience:
a. increase shaft horsepower increase jet thrust increase fuel

consumption
b. decrease shaft horsepower decrease jet thrust decrease fuel
consumption
c. decrease shaft horsepower increase jet thrust decrease fuel
consumption
d. decrease shaft horsepower decrease jet thrust increase fuel
consumption
8. On a turboprop aircraft with a 14 stage axial flow compressor while increasing
forward speed, it will experience:
a. increase shaft horsepower increase jet thrust

b. decrease shaft horsepower decrease jet thrust
c. decrease shaft horsepower increase jet thrust
d. increase shaft horsepower decrease jet thrust
9. On a part throttled engine, take-off thrust would be achieved:
a. later than normal due to pressure in the compressor being low

b. later than normal due to the EPR being low
c. at less than full throttle position
d. later than normal due to the EPR being high
20
Questions
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Questions
20
20
Questions
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20 Answers
Answers
1 2 3 4 5 6 7 8 9
d c a d c d b d c
20
Answers
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Chapter
21
Gas Turbines - Reverse Thrust
Reverse Thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 327

Clamshell Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 327
External Door (Bucket) Reversers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 328
Cold Stream (Blocker) Reverser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 328
Indication and Safety Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 328
Restrictions of Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 330
Ground Manoeuvring Reverse Thrust is not Normally Used . . . . . . . . . . . . . . . . . . . . 330
Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331
Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 332
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21 Gas Turbines - Reverse Thrust

21
Figure 21.1 The types of reverse thrust systems.
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Reverse Thrust
Modern aircraft braking systems, which incorporate anti-skid units and other sophisticated
devices are extremely efficient, bad runway conditions however can reduce the ability of even
the most refined braking systems to the point where they become a liability.
The addition of a Reverse Thrust capability has improved the situation so much that landing a
modern aircraft on a wet and/or icy runway in crosswind conditions need now hold no terrors
for the capable pilot.
The difference in stopping distance in an aircraft with and without reverse thrust are quite
marked. Reverse thrust is selected immediately the weight of the aircraft is firmly on the
mainwheels and coupled with ground spoilers can reduce the landing distance dramatically
without producing friction at the wheels.
There are three basic Thrust Reversal Systems presently in use, they are:
a) Clamshell Doors.
b) Bucket Doors (External Doors).
c) Blocker Doors.
They are typically operated by hydraulic or pneumatic actuators or motors driving screwshafts
and reverse the direction of the gas flow thereby reversing the thrust.
Clamshell Doors
The name “Clamshell” has been applied to this system of reverse thrust because of the shape
of the reverse thrust doors, which resembles that of a clamshell.
The reverser doors are usually pneumatically operated and use high pressure compressor (P3)
air as the power source. Pneumatic rams move the doors from their stowed (Forward Thrust)
position to their deployed (Reverse Thrust) position.
In their stowed position, the clamshell doors cover Cascade Vanes which are revealed when
21
the doors move to the deployed state.
Whilst deployed, the clamshell doors close the normal exhaust gas exit and it escapes through Gas Turbines - Reverse Thrust
the Cascade Vanes in a forward direction so that the forward motion of the aircraft is opposed.
The lower cascade vanes, while directing the jet thrust forward, are angled so that the exhaust
has an outboard angular component as well. This minimizes the chances of debris and hot
gases being reingested into the engine intake during the use of reverse thrust.
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External Door (Bucket) Reversers

The Bucket Reverser system is normally hydraulically operated. The rear of the exhaust pipe
is shaped like two halves of a bottomless bucket which are hinged to enable them to swing
backwards when selected to deflect the exhaust gas forward.
Cold Stream (Blocker) Reverser

This system is only used on High Bypass Ratio FanJet Engines. The essential difference between
this system and the Clamshell Door and Bucket systems is that while the latter use the hot
exhaust as the means of reverse thrust, the ‘Blocker’ system, as its name suggests, blocks and
diverts the Cold Bypass Airstream only.
Operation of the system is initiated, as are the other two systems, by movement of reverse
thrust levers in the cockpit, each engine with a reverse thrust capability has a reverse thrust
lever.
In the case of the blocker system, the speed and direction of an Air Motor is determined by
operation of the reverse thrust lever. The output of the air motor drives through flexible shafts
to open or close the Blocker Doors, which, by their movement, expose or cover Cascade Vanes
to direct the By-Pass air where it is required.
Indication and Safety Systems

In order that the pilot may have information regarding the position of the reverse thrust doors,
REVERSE THRUST WARNING LIGHTS are fitted. These are usually AMBER lights positioned
somewhere on the forward instrument array within full view of the crew.
The light will illuminate whenever the reverser doors are unlocked and away from their STOWED
(Forward Thrust) POSITION.
Like a great number of things which purport to be beneficial, the Reverse Thrust system can,
if wrongly serviced or mishandled, become more of a curse than a blessing. Safeguards have
to be built into the system which will protect the aircraft in case of a malfunction or incorrect
handling.
21
Other indications may be provided - reverser deployed, reverser operating etc dependent upon
the aircraft type.
Figure 21.2 illustrates the throttle lever and reverse thrust lever of an engine fitted with
reverse thrust.
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Figure 21.2 Throttle & reverse thrust lever.
There are five safeguards built into the selection of Reverse Thrust, they are:
a) Reverse thrust cannot be selected until the throttle lever is at idle.
b) Reverse thrust cannot be activated until the aircraft has the weight on the mainwheels
(air/ground logic interlock).
c) rpm in Reverse cannot be increased above idle until the reverse thrust doors are in the
deployed (Reverse Thrust) position.
21
d) If, while Forward Thrust is selected, the reverser doors inadvertently move to the
deployed (Reverse Thrust) position, the throttle may automatically close to idle.
e) If, while Reverse Thrust is selected, the reverser doors inadvertently move to the
stowed (Forward Thrust) position, the reverse thrust lever will automatically go to
the reverser deploy position (See Figure 21.2).
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Restrictions of Use
While there is normally no restriction on the upper speed at which Reverse Thrust can be
selected, there are aircraft with systems fitted which place a restricted minimum speed of
operation on the Reverse Thrust system.
Earlier it was described how the lower cascade vanes of the clamshell door system were angled
forwards and outwards, this was to minimize the chances of debris and hot gases being re-
ingested into the engine.
There is nevertheless a clear danger that, despite the angle of the cascade vanes, if the aircraft
is only moving forwards slowly, or is stationary, the depression in the engine air intake will
overcome the deflection applied to the exhaust gas stream (and any associated debris), and
suck it into the compressor with potentially catastrophic consequences for the engine.
To prevent the likelihood of this happening, Standard Operating Procedure (SOP) on some
aircraft is to reduce the position of the reverse thrust lever to the reverse idle position at
typically 60 - 80 knots. Subsequently, at a speed where it is considered there is no further
benefit to be gained from maintaining that Idle Reverse position, i.e. when it is judged that
there is no further requirement for a sudden selection of full reverse power, usually at about
50 knots, the reverse thrust lever is returned to the stowed position.
Ground Manoeuvring Reverse Thrust is not Normally Used

When in use engine indications must be closely monitored, in particular for excessive EGT.
Care must be exercised when increasing reverse rpm that the engines respond symmetrically
as adverse yaw can be induced.
There may also be a performance limitation imposed if one engine thrust reverse system is
inoperative as the total reverse capability will be reduced and on a two wing pylon mounted
engined aircraft, may mean that the good reverser may not be operated either because of the
asymmetric effect.
21
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Questions
21
Questions
1. Use of reverse thrust below the recommended speed may cause:
a. over stressing of the gear oleos.

b. ingestion of the exhaust gases and foreign objects.
c. more fuel to be provided to the burners.
d. the TGT limit to be exceeded, in which case the reverse thrust lever will return
to the forward thrust position.
2. A big fan engine gets reverse thrust by:
a. reversing the direction of rotation of the compressor.

b. deflecting the exhaust gases.
c. blocking the bypass air.
d. reversing the hot stream gases.
3. Before reverse thrust can be selected, the forward thrust lever must be:
a. pulled back to idle power.

b. positioned to reverse minimum power.
c. put back to the reverser deploy position.
d. positioned to reverse maximum power.
4. An aircraft uses clamshell doors for thrust reversal to:
a. direct the gas flow rearwards.

b. block the flow of exhaust gas.
c. absorb any change in thrust.
d. change the direction of the exhaust gas.
5. A reverse thrust warning light illuminates:
a. only when the reverser doors are fully deployed in the reverse thrust position.
b. when the reverser doors are stowed in the forward thrust position.
c. when the reverser doors are not stowed in the forward thrust position.
d. whenever reverse thrust is selected.
6. Once the blocker doors are fully deployed, with an increase in rpm, which of the
21
following statements would be incorrect?
Questions
a. Forward thrust from the hot gases would increase.
b. Forward thrust from the hot gases would decrease.
c. Reverse thrust from the blocked air would increase.
d. TGT will increase.
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21 Answers
Answers
1 2 3 4 5 6
b c a d c b
21
Answers
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Chapter
22
Gas Turbines - Gearboxes and Accessory Drives
Auxiliary Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335

Allowing for Expansion of the Compressor Shaft . . . . . . . . . . . . . . . . . . . . . . . . . 336
Stub Shaft Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 336
Idler Gear Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 336
Spreading the Load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 336
The Shear Neck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 338
Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 339
Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 340
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Auxiliary Gearbox
The auxiliary gearbox (accessory drive) provides the power for hydraulic, pneumatic and
electrical mechanisms for use on the engine and in the aircraft, and is also used to drive fuel
pumps, oil pumps and tacho-generators and various other devices necessary for efficient
engine operation.
The drive for the accessory unit is taken usually from the high pressure compressor shaft, via an
internal gearbox, to an external gearbox which provides the mountings for the accessories and
also, in the majority of cases, the starter motor.
In the case of modern turbofan engines there is much less of a problem concerning where to
conceal the accessory drive unit. The engine itself is so massive that even the largest accessories
can be fitted into the cowling that forms the air intake faring. Much more of a problem in this
particular case is that of how to get the drive shaft through the engine from the high pressure
compressor shaft. If the drive were taken from the hot end of the engine the losses incurred
would be very high, also the type of material used for the shafts would have to be fairly exotic.
22
Figure 22.1
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Allowing for Expansion of the Compressor Shaft

Axial movement of the compressor shaft
would cause the teeth of the bevel gears
to move apart and the drive would be
interrupted. Momentary interruption of a
drive transferring 400 - 500 horsepower would
impart massive damage to the teeth of the
bevel gears and probably destroy them.
This state of affairs obviously cannot be

allowed to exist, however, axial movement
of the compressor shaft must occur due to
expansion and contraction during the working
cycle.
Some method of arranging the gears so that

they do not disconnect themselves with axial
movement of the shaft has to be found before
a reliable drive unit can be manufactured.
Figure 22.2 shows two of the methods
currently in use on modern engines.
Stub Shaft Drive

If the compressor shaft is splined, that is it
has grooves cut in it parallel to its axis, then a
stub shaft, which has teeth cut internally that
conform to the pattern of the grooves in the
compressor shaft, can be fitted around the Figure 22.2 Two methods of gear drive from the
compressor shaft. compressor shaft.
This means that the shaft can move axially while the stub shaft is held firmly in the correct
position by the location bearing.
Idler Gear Drive

22
An alternative system uses an idler gear shaft which is held firmly in position by location
bearings. One end of the idler gear shaft terminates in a wide toothed spur gear which can
accommodate axial movement of the compressor shaft and the spur gear carried on it, and the
other end has fitted a bevel gear which meshes with the radial drive shaft.
Spreading the Load

In an effort to spread the load of driving accessories, some engines take a second radial shaft
from the low pressure compressor shaft, which is rotating at a slower speed, and use it to drive
a second external gearbox.
This system has a second advantage of allowing the accessories to be divided into two smaller
groups, thus overcoming the difficulties of limited space around the engine. This is illustrated
in Figure 22.3.
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Figure 22.3 Spreading the load of accessories between two gearboxes.
Because on start-up the starter motor causes the HP compressor shaft to rotate first, accessories
specific to the engine, such as the oil pumps and the fuel pumps, are grouped on the gearbox
driven by that shaft.
This is classified as the high speed external gearbox, because it is being driven by the shaft
which is rotating at the highest speed of all. Logically we can expect that the other gearbox will
be called the low speed external gearbox.
Having to fit it around the

engine means that the
gearbox must be shaped
like a banana, and to ease
servicing it is usually located
on the underside of the
engine. Figure 22.4 shows
an external gearbox and 22
some of the associated
accessories, amongst them

the engine hand turn access,
a device intended to assist
the inspection of the interior
of the engine. Also worthy
of interest are the oil pumps,
notice they are contained
in an oil pump pack, a unit
which contains one pressure
pump but in some engines as
many as six scavenge pumps.
Figure 22.4 An external gearbox showing various accessories.
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The width of the gear teeth indicates that the greatest load from driving the accessories is
taken on the right side of the gearbox, while the thinner teeth on the left side gear wheels
show that their load is much smaller. This grouping of small and large gears enables an efficient
distribution of the drives for the minimum weight.
The Shear Neck

Mechanical failure of an accessory could cause the failure of the whole gearbox with the
associated loss of the engine.
To prevent this happening the mechanical equivalent of an electrical fuse is fitted to some of
the accessory drives.
A weak section is machined into the drive shaft, this is known as a shear neck. It is designed
to fail at a load perhaps 25% in excess of the normal maximum for the particular component
being driven by that shaft.
In circumstances of excessive overload, the shear neck will break, allowing failure of the
individual component while the rest of the gearbox and accessories continue as normal. This
feature is not utilized in the drives of primary engine accessory units, such as the oil pumps or
HP fuel pumps, because any failure of these components would necessitate the immediate
shutdown of the engine.
22
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Questions
22
Questions
1. The effect of modifying a gas turbine engine to include one further hydraulic pump
will result in:
a. increase in specific fuel consumption

b. decrease in specific fuel consumption
c. decrease in rpm
d. increase in EGT
2. The drive for fuel, oil and hydraulic pumps is normally taken from the:
a. LP fan
b. intermediate compressor
c. HP spool
d. HP turbine
22
Questions
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22 Answers
Answers
1 2
a c
22
Answers
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Chapter
23
Gas Turbines - Ignition Systems
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 343
The High Energy Ignition Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 344
Igniter Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 345
Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 346
Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 348
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General
All gas turbine engines have a dual ignition system fitted and they all use high energy (HE)
igniter units for engine starting. HE ignition systems have an output of approximately twelve
joules (one watt equals one joule per second).
It may sometimes be necessary to have the igniters selected in circumstances other than engine
starting, for instance during take-off from contaminated runways or flight through heavy
precipitation to help prevent engine ‘flame out’. The use of the high energy ignition system on
these occasions would cause the igniter plug to be eroded so quickly that it would shorten its
working life dramatically. To minimize this, some aircraft engines are fitted with a combination
ignition system which includes a low energy (three to six joules) continuous selection as well as
the high energy (six to twelve joules) starting selection.
Figure 23.1 23
The starting ignition system is activated when the engine start sequence is initiated either
automatically or by the operation of the HP cock, start lever or fuel and ignition switch. The
igniters are automatically deactivated at some point after self-sustaining speed typically by a
speed switch in the HP rpm indicator.
Continuous ignition is activated by selection on the engine start panel and activates the low
energy mode of the igniters.
Automatic ignition is a feature of some aircraft and is typically activated by the aircraft stall
warning system to automatically select continuous ignition during a detected aircraft stall.
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23 Gas Turbines - Ignition Systems

The High Energy Ignition Unit

The high energy ignition unit works on the
principle of charging up a very large capacitor
and then discharging it across the face of an
igniter plug.
The actual size of the capacitor makes it

potentially a lethal device, and several safety
factors have to be built into the high energy
ignition unit (HEIU) to make it conform to
safety regulations. The circuit shown here
illustrates all of the components within a HEIU
supplied by 28 volts DC.
With the supply connected, the primary coil

and the trembler mechanism are fed with 28
volts DC. The trembler mechanism works in a
manner similar to an electric bell, and by doing
so causes the primary coil input to become a
sawtooth waveform. This is a very crude form
of AC and by transformer action the voltage is
passed to the secondary coil where its voltage
is boosted to 25 000 volts.
The 25 000 volts AC is changed back to DC in

the rectifiers and commences charging the
reservoir capacitor.
As the value of the charge in the capacitor

builds up, it eventually reaches a level that
allows a spark to jump the discharge gap. The
energy in that spark has then to flow through
the choke, this acts as a normal inductance and
slows down the flow to make the duration of
the spark longer. The energy then passes to
the igniter in the combustion chamber. Figure 23.2
The discharge resistors act as a safety device should the unit have to be removed for servicing,
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the charge which may remain in the capacitor could be lethal to anyone touching the casing of
the HEIU, so it is allowed to leak through the resistors to zero the charge once the supply has
been removed.
The safety resistors act as a kind of safety valve if the igniter plug becomes disconnected. If this
did happen, there would be a continued build-up of energy in the capacitor which eventually
would cause it to explode, to prevent this the safety resistors allow energy in excess of the
normal level to flow through them in an attempt to balance the charge on the plates of the
capacitor.
The normal rate of sparking of the HEIU is between 60 - 100 per minute, this is completely
random, and anyone listening at the jet pipe before engine start, if relight is selected, should
hear an unsynchronized beat if both units on the engine are working correctly.
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As well as this type of unit there are transistorized devices, and for aircraft which have AC
electrical system there are units which will work on that type of supply.
Igniter Plugs
There are two types of igniter plug. The older of these two types works in a similar manner
to that of the piston engine spark plug, but with a much bigger spark gap. The potential
required to jump this gap is approximately 25 000 volts and this creates the need for very good
insulation within the unit and in the cabling.
A more modern version of this system is that of the surface discharge igniter plug shown in
Figure 23.3. This second type of igniter plug has the end of the insulator formed from a semi-
conductor material.
Figure 23.3
This allows an electrical leakage from the hot electrode to the body of the igniter. This ionizes
the surface of the semi-conductor material to provide a relatively low resistance path for the
energy stored in the capacitor. The discharge takes the form of a high intensity flashover from
the hot electrode to the body of the igniter which only requires approximately 2000 volts.
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Figure 23.1 shows the HEIU mounted on the side of an engine and the position of the igniter
within the combustion chamber.
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23 Questions
Questions
1. The low energy ignition system would be used:
a. only for starting the engine on the ground.

b. during take-off from wet runways.
c. for relight at high altitude.
d. during a blow out (motoring over) cycle.
2. Precautionary use of igniters may be necessary during:
a. flight through heavy tropical rainstorm.

b. ground running.
c. flight through sandy conditions.
d. flight through very dry air.
3. A high energy ignition system works on the principle of:
a. obtaining power from a step up transformer from the aircraft’s AC power

system.
b. magneto static induction.
c. Fleming’s Right Hand Rule.
d. obtaining energy from the discharge of a capacitor.
4. A gas turbine engine which has both high and low energy ignition systems uses
the high energy system for (i), and the low energy system for (ii):
(i) (ii)
a. engine starting high altitude relighting
b. high altitude relighting take-off from contaminated runways
c. take-off from snowy runways engine start
d. take-off from flooded runways take-off from snowy runways
5. In a High Energy Igniter Unit, the discharge resistors:
a. allow sufficient energy to be stored in the capacitor to provide relight facilities

up to 55 000 ft.
b. protects the unit from excessive voltages.
c. allow the capacitor to discharge when the unit is switched off.
d. prolong the discharge.
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6. In a High Energy Igniter Unit, the choke:

Questions
a. protects the unit from excessive voltages.

b. prolongs the discharge to the plug.
c. prolongs the life of the igniter
d. protects the unit from excessive current.
7. The rate of discharge of a High Energy Ignition Unit is:
a. 60 - 100 times per minute.

b. 4 discharges per revolution.
c. 60 - 100 per second.
d. governed by the resistance of the igniter plug.
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Questions
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8. The power supply for the spark in the combustion chamber is:
a. low volts high current

b. low volts low current
c. high volts low current
d. high volts high current
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Questions
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23 Answers
Answers
1 2 3 4 5 6 7 8
b a d b c b a d
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Answers
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Chapter
24
Gas Turbines - Auxiliary Power Units and Engine Starting
The Auxiliary Power Unit (APU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 351

APU Operations in Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 352
APU Control and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 352
Ram Air Turbines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 354
The Requirements of a Starting System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 354
Starter Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 354
The Air Starter Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 355
The Electric Starter Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 356
Normal Start Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 356
Operation of the Blowout Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 358
In-flight Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 358
Starting Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 358
The Hot Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 358
The Wet Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 359
The Hung Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 359
Engine Rundown Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 359
Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 360
Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 364
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24 Gas Turbines - Auxiliary Power Units and Engine Starting

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The Auxiliary Power Unit (APU)

As aircraft became more complex a need was created for a power source to operate the
aircraft systems on the ground without the necessity for operating the aircraft’s main engines.
This became the task of the Auxiliary Power Unit (APU). The use of an APU on an aircraft
also meant that the aircraft was not dependent on ground support equipment at an airfield.
It can provide the necessary power for operation of the aircraft’s Electrical, Hydraulic and
Pneumatic systems. It should come as no surprise that the power unit selected to do this task
is a Gas Turbine Engine.
The gas turbine produces very high power for a light weight, making it ideal for the task. The
APU can use the same fuel system as the man engines so reducing the need for additional
systems. The type of engine layout normally used is that of the Free Turbine, Turboshaft
Engine. A turboshaft engine is both small and lightweight yet produces around 600 hp. The
free turbine arrangement makes the engine very flexible, as the compressor is not affected by
changes of load on the free turbine which drives the accessories via a gearbox. The free turbine
is usually designed to run at constant speed, this ensures that a generator run by the APU
maintains a constant frequency without the need for an additional constant speed drive unit.
Some aircraft use air bled from the compressor of the APU to power aircraft’s pneumatic
system, but it is more common for the free turbine to drive a separate Load Compressor to
supply these services. A typical layout for an APU is shown in Figure 24.1.

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Figure 24.1 Free turbine turboshaft APU
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APU Operations in Flight

The APU was further developed so that it could also be operated in the air, providing a back-
up source of power to the systems in the event of an engine failure. This requirement has
become more important with the introduction of twin engine aircraft now flying long haul
routes under Extended Twin Operations’ (ETOPS) regulations.
The design philosophy behind the APU is to keep it simple, rugged and reliable. It must however
be able to be started in flight at high altitudes, and continue to operate under load at even
higher altitudes. For example the L1011 (Tri-Star) can start its APU up to 25 000 ft and it will
deliver power up to 31 000 ft.
APU Control and Operation

The pilot has very little in the way of indication when starting and running the APU compared
to the aircraft’s main engines (see Figure 24.2). Indications of turbine temperature, compressor
speed and system fault indicating lights may be displayed. Extensive use is made of Automatic
Sensors which will shut the APU down in the event of an APU fire, system malfunctions or
operating limits being exceeded. The APU inlet may be of single or double-entry design and
will typically have a motorized door which opens when the APU master switch is selected and
will close automatically after a cooling period on shutdown. Like all engines using air as its
working fluid, power output is reduced at higher altitudes where air density is reduced. The
Automatic Shutdown acts as a governor device protecting the APU against overloading.
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Figure 24.2 Pilots APU Indications
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With modern technology the pilot’s flight deck controls for the APU are very few. They usually
consist of:
a) A power on start switch. (PWR ON)
b) A normal stop switch.
c) A manual emergency shut down and fire suppression control.
There is an external APU control panel to facilitate the shutting down of the APU from
somewhere other than the flight deck. An example of an external APU control panel is shown
in Figure 24.3.
The APU is normally positioned in part of the airframe where its operation will not cause harm
to personnel working around the aircraft whilst it is on the ground. This is normally the tail of
the aircraft.
The APU’s turboshaft engine can easily be started by an electric starter motor powered from the
aircraft’s battery. When started the APU is usually allowed to stabilize in rpm and temperature
before it is used to power the aircraft’s systems. The APU may not be able to power all the
aircraft’s systems, but it will provide sufficient services that the aircraft can be operated safely.
The APU is in operation normally on the ground during start and taxi of the aircraft and
operated in the air as previously stated in the event of failure of a main engine. It is also
normally selected prior to landing.

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Courtesy of Airbus Industrie

Figure 24.3 External APU control panel
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Ram Air Turbines

In addition to an APU some aircraft may be fitted with a Ram Air Turbine (RAT) to provide
power to aircraft systems in emergency situations.
The RAT consists of a turbine wheel which is driven by airflow due to the aircraft’s forward speed
(Ram Air). The turbine can be internally mounted in the aircraft, and the ram air directed onto
it via a control valve. Alternatively, the turbine can be extended into the airflow. The design is
normally fail safe. If power is lost on the aircraft, the RAT will automatically be selected to run.
The turbine drives a gearbox to which can be fitted a Generator or a Hydraulic Pump. These
will power essential electrical supplies or flying controls in an emergency.
The Requirements of a Starting System

In order to start a gas turbine engine there are three basic requirements:
a) The compressor/turbine assembly must be rotated to get air into the combustion
chambers.
b) Fuel must be provided in the combustion chambers.
c) Ignition must also be provided in the combustion chambers to start the air/fuel mixture
burning.
Extra to these basic requirements are two others:

a) The necessity to motor over the engine with no igniters operating. This is sometimes
called a’ blow out’ or ‘motoring over cycle’. The necessity to motor over the engine
will usually only occur when there has been a failure to start, sometimes called a “wet
start” where the engine is dried out by motoring it over, or after a “hot-start” where
the engine is cooled down by motoring it over.
b) The need for the igniters to be operated independent of the start cycle.
Starter Motor
There are several methods of obtaining engine rotation upon engine start. The most common
methods of rotating the HP compressor on modern civil aircraft are:
a) The Air Starter Motor.

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b) The Electric Starter Motor.
Any starter system will have a ‘duty cycle’ the time limit that the starter is allowed to be
‘energized’ and may have to be followed by a cooling down period before re-energizing.
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The Air Starter Motor

The air starter motor (Figure 24.4) is possibly the most popular starting system presently in use.
It is light, simple to use and very economical utilizing low pressure air. The air starter motor
fastened to the accessory gearbox of the engine. The sources of air available for engine start,
in order of preference they are:
a) The Aircraft APU.

b) The Ground Power Unit.
c) A Cross-bleed Start, where air from an already started engine is used.
Air from one of these sources is fed through an electrically controlled start valve to the air
inlet to rotate the turbine rotor and is then exhausted. The turbine turns the reduction gear to
rotate the engine drive shaft through the sprag clutch ratchet.
Ignition may be automatically selected at the same time as engine start, or in conjunction with
the introduction of the fuel. Some moments after the engine starts rotating, the fuel HP cock
is opened and moments after that the engine should ‘light up’. This is indicated by an increase
in EGT and a more rapid acceleration of the engine.
At a predetermined engine speed, greater than self-sustaining, the start valve is closed. The
sprag clutch automatically disengages as the engine accelerates up to idling speed and the
starter motor ceases to rotate. The sprag clutch ratchet is designed to prevent the starter
motor being driven by the engine after engine start. The danger, should this happen, is that

the starter motor will rotate at a speed sufficient to cause it to break up due to centrifugal
force.
Also included may be a flyweight cutout switch, this is used to shut off the starting air supply by
removing the electricity energizing the starter air valve. This device will automatically terminate
the engine start cycle when the engine has reached a speed slightly in excess of self-sustaining
speed.
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Figure 24.4 An air starter motor
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The Electric Starter Motor

The electric starter motor was the original means of starting a gas turbine engine and is still
used in smaller executive jets and helicopters, however it has fallen out of favour in modern
larger engines because of its weight.
Rapidly becoming more popular on smaller engines is the starter/generator combination which
because of its dual purpose has a greater usefulness / weight ratio.
As with the majority of the other starting systems, the starter motor is attached to the engine
accessory gearbox and drives the compressor when it rotates. Most electric starter motors
incorporate an automatic release clutch device to disengage the starter drive from the engine
drive.
This consists of a pawl and ratchet type mechanism, very similar to that employed in the air
starter motor, which actually performs three functions, firstly it prevents excessive starting
torque being applied to the engine, secondly it acts as an overrunning clutch when the
engine accelerates up to idle speed, and thirdly it performs the previously mentioned task of
disengaging the starter from the engine.
A problem associated with the sprag clutch ratchet is known as the ‘crash re-engagement’ which
occurs when the starter motor is re-energized before the driven spool has slowed sufficiently
for the clutch mechanism to engage itself.
The starter/generator connection to the accessory gearbox is different from that of the
straightforward starter motor.
It must remain permanently engaged to the gearbox if it is to perform its function as a generator
and of course its control circuitry is much more complicated.
Normal Start Cycle

A typical starting sequence for
a two spool turbofan engine
is described here (refer to
Figure 24.5). The system
shows each engine has an air
turbine starter motor which
is supplied with low pressure
high volume air from the APU,
Ground Cart or other engine.
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The normal bleed air ducting

is utilized and the flow of air
reversed to the starter motor.
The air supply will not reverse
into the engine compressor
because of a non-return valve
at the LP outlet and a non-
return valve facility in the HP
Shut Off Valve. Figure 24.5 Two engine air starter layout
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During the engine start sequence the instruments which require the most attention are the
EGT (exhaust gas temperature) gauge, and the HP compressor rotational speed gauge (N2),
These two parameters must be monitored closely to ascertain whether or not the start cycle is
proceeding safely. Other instruments that require to be monitored are fuel flow, LP rotation
N1, duct pressure and start valve warning light, if applicable.
Figure 24.6 illustrates in

graphic form the way that the
EG. and HP rpm should react
during a normal start.
Upon start selection, the

starter motor is powered.
Initially fuel and ignition is
not supplied, the compressor
begins to accelerate under
the influence of the starter
motor and starts to force
air through the combustion
chambers.
When the compressor has

achieved the rpm stated Figure 24.6 RPM/EGT starting relationship
for that engine the fuel
and ignition is activated by
selection of the switch, the switch is then held until the start is successful.

Light up is indicated by an increase in EGT and must occur within a specified time (20 secs
typically). The initial increase is quite sharp, there being an excess of fuel in the combustion
chamber, once this is burnt off however, the rise steadies. The gas which is being produced in
the combustion chambers now adds impetus to the turbine blades which eases the task of the
starter motor, the engine continues to accelerate.
The Fuel Control Unit (FCU) progressively increases the fuel flow as the compressor accelerates
towards idle. This means that the air/fuel ratio becomes biased towards being very rich, the
evidence of this is the second steep rise in the EGT.
Continued acceleration of the engine brings the compressor to self-sustaining speed, the
speed at which the engine can accelerate without the help of the starter motor. However, the
starter motor is not de-selected at this point, it is kept supplying power until the engine has
accelerated a little more. This gives the engine a better chance of smoothly reaching idle rpm.
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Self-sustaining speed is approximately 30% N2 (High Pressure Compressor).
The starter motor and igniters may be cancelled automatically by a speed switch in the N2
gauge. As it continues towards this point, the EGT peaks, this is caused by the airflow reaching
the value appropriate to the idle fuel flow, when that happens the temperature drops from its
highest value to that of idle EGT.
When the engine has stabilized at ground idle the fuel and ignition switch can be released and
the after start checks carried out. Idle rpm is approximately 60% N2 and 25% N1.
The indications referred to in the preceding paragraph will be observed during a normal start,
regardless of the type of starter motor which is used.
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Operation of the Blowout Cycle

A blowout or motoring over cycle may be required if fuel had been put into an engine during
an unsuccessful attempt to start. To prevent “torching”, the fuel has to be allowed to drain
away or evaporate (blown out) before another attempt can be made to start the engine.
To do this, the starting circuit has the facility whereby the starter motor can be activated
without the use of fuel or ignition.
In most modern turbofan engines the air turbine starter motor will have a ‘duty cycle’ of 3-5
minutes! If the engine fails to light up within the specified time limit then the fuel and ignition
switch may be selected off but the starter motor will continue to turn the compressor and
‘blow out’ the unburnt fuel until a second attempt to start is carried out. This of course must
be within the ‘duty cycle’ of the starter.
In-flight Starting
In the event of an engine flaming out, it may be required to activate the fuel and ignition
without operating the starter motor to achieve an airborne windmill air start. Evidence that an
attempt to relight has been successful will be obtained from the EGT and rpm gauges, a rise in
the value of either of these shows that a light up has occurred.
Starting Malfunctions
As has already been stated the two instruments which require the most attention during
engine start are the EGT gauge and the (HP) compressor rotational speed gauge.
It is worth remembering also that it is prudent to keep one’s hand on the engine fuel and
ignition switch during the start cycle until the parameters indicate that they have stabilized.
The Hot Start

It is really only possible to determine that a hot start is happening by comparing its indications
to those of a normal start. The EGT can initially rise as normal, the rapid acceleration towards
the EGT limit only becoming apparent a few seconds into the start.
In many cases the only chance of stopping the temperature limit being exceeded lies in having
the ability to switch off that engine’s fuel and ignition switch as quickly as possible. Waiting
for instructions or discussing the indications will almost certainly cost you or your company the
price of a new engine (hence keeping your finger on the fuel and ignition switch). If the EGT
does exceed the limit by only one degree the engine is to be considered unserviceable.
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The reasons for a hot start lie almost entirely in having too much fuel and not enough air to
cool the gases through the turbine.
This can be caused by a variety of reasons, such as the throttles either not being set to idle
during the preflight check or being knocked away from the idle position, or alternatively the
engine not rotating fast enough or partial seizure because of ice. This is a very common fault
and is most likely to be caused by a tailwind during the second start of the day. The residual
heat in the engine adding to the problem.
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The Wet Start

The failure to start, more commonly known as the wet start, is indicated by the EGT not rising
and the engine rpm stabilizing at the maximum that the starter motor can achieve.
It may be some time before it is realized that the problem is a wet start, starting malfunctions
on gas turbine engines are rare and always come as a surprise, except in the simulator, where
they will become the norm. This long period, during which fuel is being pumped into the
engine, means that the engine is becoming saturated with it. This is confirmed by the fuel
flowmeter indication. The danger exists that this fuel, if ignited, will cause a very large jet of
flame to issue from the exhaust system, the phenomenon called ‘torching’.
To prevent this happening, before attempting a second start a “motoring over” or “blow out”
cycle must be carried out. In preparation for the “blow out”cycle, do not terminate the start
cycle when the ‘wet start’ is diagnosed, just close the HP fuel and ignition switch and allow the
starter to continue to turn the compressor for a specified time before attempting a restart.
The Hung Start

The indications of a ‘hung start’ are the EGT being higher than would be expected for the rpm
at which the engine has stabilized, which is lower than self-sustaining speed.
This high EGT is not greater than the limit, however, maintaining the engine in this state will do
it no good at all, and could do it a great deal of harm.
The HP cock must be closed and the problem investigated, the usual answer being the fact

that there is not sufficient airflow through the engine to support efficient combustion (e.g.
contaminated compressor).
This of course means that the gases from the combustion chambers will not have sufficient
power to assist the starter motor in accelerating the engine beyond self-sustaining speed, once
the starter motor cycle has finished, the engine rpm remains stable below the figure that will
enable it to accelerate away to idle speed.
Engine Rundown Time

Engine Rundown Time or Spooldown Time is the time taken for the engine to stop after the
HP fuel cock is closed. Mental note should be taken of the Rundown Time of each engine and
comparison made, thereby giving advance warning of engine malfunction.
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24 Questions
Questions
1. Which of the following statements would be more correct with regard to an APU?
a. APUs provide emergency hydraulics power for the brakes only

b. APUs provide electrical, pneumatic and hydraulic power for ground use only
c. APUs provide electrical, pneumatic and hydraulic power for air use only and
can provide an amount of thrust
d. APUs provide electrical, pneumatic and hydraulic power for ground and air
use and can provide an amount of thrust
2. In the event of an APU fire on the ground it:
a. will need to be shut down immediately

b. will shut down immediately
c. will auto shutdown and fire bottle automatically operate
d. will need to be shut down immediately and the fire bottles will be required to
be fired immediately
3. Which of the following would result in an automatic shutdown of an APU?
1. Overspeed of compressor
2. Over-temp of lubrication system
3. Turbine over-temp
4. Combustion chamber over-temp
5. Compressor outlet pressure exceeded
6. Low pressure of lubrication system
a. 1, 2, 3 and 6
b. 1, 2, 4 and 6
c. 2, 3, 5 and 6
d. 2, 3, 4 and 6
4. A Ram Air Turbine is used to provide:
a. emergency hydraulic power for the flaps and slats only

b. emergency hydraulic power for the undercarriage
c. emergency hydraulic power for the elevator, rudder and ailerons along with
possible emergency electrical power
d. emergency hydraulic power for the brakes along with possible emergency
Questions
electrical power
5. The power to start an APU comes from:

24
a. ground power unit

b. aircraft main DC battery
c. aircraft main engine generator
d. aircraft main AC battery
6. A typical APU can provide:
a. air for air conditioning on the ground

b. air for engine starting
c. electrical power for ground or in-flight use
d. all of the above
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7. The advantage of an air starter system is that:
a. it is safer in operation than other systems, and no fire risk

b. it is light, simple and economical
c. it provides a more rapid start
d. it is totally self-contained and needs no external source of power
8. A “Hung Start” is indicated by:
a. high EGT - high fuel flow - low rpm

b. low EGT - idle fuel flow - low rpm
c. low EGT - high fuel flow - high rpm
d. high EGT - idle fuel flow - low rpm
9. If a gas turbine engine fails to light up within the specified time:
a. it must be motored over with the HP fuel cock shut

b. the fuel system must be drained
c. no further attempt to start may be made until the fuel has evaporated
d. it must be motored over with the HP fuel cock shut and no igniters selected
10. A Relight is:
a. the action of restarting a flamed out engine, usually while airborne

b. what occurs when the engine drain valve is stuck open
c. the initiation of the after-burning system
d. what must be prevented after a “wet start”
11. A “Hung Start” occurs when:
a. the engine accelerates but does not light up

b. the engine stabilizes above self-sustaining speed
c. the engine lights up but does not accelerate to self-sustaining speed
d. there is a double igniter failure
12. After engine start, the engine igniters are normally deactivated by:
a. an electric interlock system

b. a speed switch
c. the time switch Questions
d. centrifugal force
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13. Failure of the engine to light up is shown by:
a. the failure of the engine to turn and no TGT

b. low rpm fuel flow indication, and no TGT
c. TGT increasing but no rpm
d. no rpm and no TGT
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24 Questions
14. The term “self sustaining speed” means that:
a. the aircraft can roll forward with no further opening of the throttles
b. the speed from which the engine can accelerate to full power within 5 seconds
c. the engine will run independently of external help
d. the speed from which the engine can accelerate to idle without the help of
the starter motor
15. Before opening the high-pressure fuel shut off valve during the engine start:
a. the compressor must be turning at the correct rpm in the right direction
b. the Low Pressure compressor must be stationary
c. the Low Pressure fuel cock must be shut
d. the Low Pressure compressor must be rotating faster than the High Pressure
16. The air supply to operate an air starter usually comes from:
a. an external installation
b. storage bottles carried in the aircraft
c. the auxiliary power unit
d. a cross-bleed start
17. The air supply for an air start system is:
a. at a relatively low pressure, but high volume

b. filtered to prevent damage to the starter motor
c. preheated to avoid icing in the starter nozzle guide vanes
d. at a high pressure but low volume
18. The starter motor is disengaged from the engine start system:
a. as soon as the engine lights up

b. just above self-sustaining speed
c. at 26% HP rpm
d. just below self-sustaining speed
19. In a twin spool engine self-sustaining speed is normally reached at:
a. 60% N2
b. 60% N1
Questions
c. 30% N2
d. 30% N1
24
20. In a twin spool engine the typical idle speeds are:
a. 60% N2 25% N1
b. 25% N2 60% N1
c. 40% N2 30% N1
d. 80% N2 45% N1
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d c a c b d b d d a c b
13 14 15 16 17 18 19 20
b d a c a b c a
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Gas Turbines - Fuels
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 367
Gas Turbine Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 367
Fuel Colour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 367
Cloudy Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 368
Jet Fuel Additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 368
Water in the Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 368
Waxing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 369
Boiling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 369
The Effects of SG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 369
Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 370
Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 372
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Introduction
The specification of an ideal fuel for either a gas turbine engine or a piston engine would
include the following main requirements:
a) Ease of flow under all operating conditions.
b) Complete combustion under all conditions.
c) High calorific value.
d) Non-corrosive.
e) No damage to the engine from combustion by-products.
f) Low fire hazard.
g) Ease of engine starting.
h) Lubricity.
These requirements can be met and the methods of doing so are discussed later. In practice the
cost of satisfying all of them is prohibitive and therefore compromises have to be made.
Gas Turbine Fuels

Gas turbine engined aircraft use kerosene fuels. The two main types of gas turbine fuel in
common use in civilian aircraft are shown below, together with their characteristic properties:
JET A1 (AVTUR)
(Aviation turbine fuel). This is a kerosene type fuel with a nominal SG of 0.8 at 15°C. It has a
medium flash point 38.7°C and waxing point -50°C.
JET A
This is a similar type of fuel, but it has a waxing point of -40°C. This fuel is normally only available
in the USA.

JET B (AVTAG)(Aviation turbine gasoline)
This is a wide-cut gasoline/kerosene mix type fuel with a nominal SG of 0.77 at 15°C. It has a
low flash point -20°C, a wider boiling range than JET A1, and a waxing point of -60°C.
This fuel can be used as an alternative to JET A1 but as can be seen, with its low flash point is a
very flammable fuel and for reasons of safety is not generally used in civilian aircraft.
25
Fuel Colour
Turbine fuels are not dyed, they retain their natural colour which can range between a straw
yellow to completely colourless.
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Cloudy Fuel
If a fuel sample appears cloudy or hazy then there could be a number of reasons. If the
cloudiness appears to rise quite rapidly towards the top of the sample then air is present, if the
cloud falls quite slowly towards the bottom of the sample then water is present in the fuel. A
cloudy appearance usually indicates the presence of water.
Jet Fuel Additives

FSII (Fuel System Icing Inhibitor).
A certain amount of water is present in all fuel. The water, which is normally dissolved within
the fuel, gives rise to the following fuel system problems:
Icing
As an aircraft climbs to altitude the fuel is cooled and the amount of dissolved water it can
hold is reduced. Water droplets form and as the temperature is further reduced they turn to
ice crystals which can block fuel system components.
Fungal Growth and Corrosion

A microbiological fungus called Cladasporium Resinae is present in all turbine fuels. This fungus
grows rapidly in the presence of water to form long green filaments which can block fuel
system components. The waste products of the fungus are corrosive, especially to fuel tank
sealing substances. The inclusion of FSII in the fuel will help to overcome these problems.
HITEC (Lubricity Agent).

A lubricity agent is added to the fuel to reduce wear in the fuel system components.
Static dissipater additives partially eliminate the hazards of static electricity generated by the
movement of fuel through modern high flow rate fuel transfer systems.
Corrosion inhibitors protect ferrous metals in fuel handling systems, such as pipelines and
storage tanks, from corrosion. Certain of these corrosion inhibitors appear to improve the
lubricating qualities (lubricity) of some gas turbine fuels.
Metal deactivators suppress the catalytic effect which some metals, particularly copper, have
on fuel oxidation.
Water in the Fuel

Water is always present in fuel, the amount will vary according to the efficiency of the
manufacturer’s quality control and the preventive measures taken during storage and transfer.
Further measures can be taken to minimize water accretion once the fuel has been transferred
25
to the aircraft tanks:
Water Drains
If the fuel can be allowed to settle after replenishment then the water droplets, being heavier
than the fuel, will fall to the bottom of the tank and can then be drained off through the water
drain valve.
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Fuel Heater
The fuel can be heated by one or other means before it is passed through the engine fuel
system.
In gas turbine engine systems the fuel is passed through a heat exchanger powered by
compressor delivery air, to remove any ice crystals which may have formed while the fuel
was exposed to the very low temperatures experienced at high altitudes. Some systems also
utilize a fuel-cooled oil cooler, this has an added attraction in that we appear, just for once, to
get something for nothing. After all, the oil has to be cooled and the fuel benefits by being
warmed, bingo, two jobs for the price of one.
Atmosphere Exclusion
Once the fuel is in the aircraft fuel tanks, the main source of water contamination is
the atmosphere that remains within the tank. If the tanks are topped up to full then the
atmosphere is excluded together with the moisture it contains, thus minimizing the likelihood
that the fuel will be contaminated. Caution is required here, filling up the tanks may prove an
embarrassment the next day if the ambient temperature rises. The volume of the fuel in the
tank will increase and there is the danger that it may spill out of the vent system.
Waxing
Waxing is the depositing of heavy hydrocarbons from the fuel at low temperatures. The
deposits take the form of paraffin wax crystals which can clog the fuel filter and interfere with
the operation of the fuel control unit. The effects of waxing can be minimized by:
a) The refinery keeping the levels of heavy hydrocarbons low.
b) The inclusion of a fuel heater in the engine fuel system.
Boiling
The temperature at which a fuel boils will vary with the pressure on its surface. As an aircraft
climbs, the pressure on the surface of the fuel reduces and with that reduction comes an
increased likelihood that the fuel will boil and form vapour. The vapour locks that this effect
cause will effectively cut off the fuel supply to the engine with the inevitable result that the
engine will stop.
Fuel booster pumps fitted inside the tanks can overcome this problem by pushing fuel towards Gas Turbines - Fuels
the engine rather than engine driven pumps sucking fuel from the tanks.
The Effects of SG
25
The specific gravity of a liquid varies inversely with its temperature. The heat release from
the fuel is directly related to its specific gravity and so changes in fuel density can change the
power output of an engine. On modern aircraft this usually makes little difference as modern
fuel control units will automatically compensate for the change in density of the fuel. It should
be appreciated that a change in specific gravity will also change the weight of the aircraft.
Specific gravity is also known as relative density.
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25 Questions
Questions
1. Water in the fuel tanks is:
a. added with FSII when refuelling

b. is a consequence of atmospheric air entering the tanks through the engine
c. is a consequence of atmospheric air entering the tanks through the vent
system
d. is a consequence of atmospheric air entering the tanks through the feeder box
2. Water in the fuel tank is removed:
a. via a drain valve at the lowest point in the tank

b. via a drain tank at the base of the engine
c. via a scoop at the top of the tank
d. every major servicing only
3. The flash point of AVTUR is:
a. -38.7°C
b. 38.7°C
c. -40°C
d. -20°C
Questions
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c a b
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Chapter
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Gas Turbines - Fuel Systems
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 375
System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 375
Electronic Engine Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379
The Advantages of the FADEC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 384
The Disadvantages of the FADEC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 385
Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 386
Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 388
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Introduction
The engine fuel system consists of a number of components which filter and monitor the fuel
flow and supply the fuel to the fuel spray nozzles at the correct rate in proportion with the
throttle position. The components are described below.
System Components
The booster pumps in the tank pass the fuel to the engine from the ‘airframe fuel system’
through non-return valves to an engine fuel shut off valve (pylon shut off valve) which is used
to shut off the supply of fuel to the engine in the event of component removal. It can also be
closed by the fire handle in the event of an engine fire warning to isolate the fuel from the
engine.
It can be used in an emergency to stop the engine, but the engine will take longer to run down.
AIRFRAME
Fuel Tank Fuel Fuel

temp EGT flow
Booster
Pumps Fuel HP fuel
N1 press N2 shut off
LP shut Fire Throttle

off valve handle HP
cock
HP
LP pump Cooler Heater Filter Filter FCU Flow
FCOC pump meter
ENGINE FUEL P1 -Intake HP

pressure Fuel Thermocouples
SYSTEM HP comp
LP shaft shaft spray
outlet P 3 nozzles
speed speed
Drains Drain valve

tank open on
shutdown
Figure 26.1 Gas Turbines - Fuel Systems
Low Pressure Pump (LP pump)

The fuel then enters the ‘engine fuel system’ and is delivered to the low pressure pump (LP
pump) or backing pump. The LP pump is driven by the engine gearbox and supplies fuel to the
HP pump. In the event of total failure of the fuel tank booster pumps the LP pump will ‘suck’
fuel from the fuel tank to allow the engine to remain running. In this event the aircraft MEL
26
may require a reduction of altitude to prevent LP pump cavitation.
Cooler
A fuel-cooled oil cooler (FCOC) is fitted in the majority of gas turbine installations. The oil
cooler serves the double purpose of cooling the oil and also heating the fuel to eliminate the
formation of ice crystals which may block the components further downstream the system.
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Heater
The next component, the fuel heater, completes the warming of the fuel and the elimination
of ice crystals that may occur. It uses compressor delivery air to warm the fuel and may be
automatic, working in conjunction with the FCOC to maintain a predetermined fuel temperature,
or manual, selected by the flight engineer.
Filter
The fuel filter is in the low pressure side of the system and protects the delicate control
components within the HP fuel pump and the fuel control unit (FCU) from any dirt or
contamination.
Flowmeter
The flowmeter measures the instantaneous fuel flow in gallons/hour or kilograms/hour and
may also include an integrator to sum the total amount of fuel used since the engine was
started (totalizer).
Fuel pressure and temperature

May be sensed at this point in the system and indicated to the pilot to allow the system to be
monitored.
The high pressure (HP) fuel pump.

The high pressure pump (HP pump) is driven by the engine high pressure shaft through the HP
gearbox and raises the pressure and flow required for the demanded engine thrust setting.
The high pressure fuel pump illustrated is representative of the type of pump employed in
some engines, it is an axial piston type pump.
Other engines may use a spur gear type HP pump which is simpler but will still supply the
pressure and flow required any excess is recycled back to the inlet side of the pump.
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Figure 26.2 Axial piston type fuel pump (based on an original Rolls Royce drawing)
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The Fuel Control Unit (FCU) or Fuel Flow Regulator (FFR)

The Fuel Control Unit (FCU) or Fuel Flow Regulator (FFR) controls the fuel flow for a given
thrust setting. Various devices within the FCU are used to adjust the fuel flow to cater for
variations in air intake pressure, engine acceleration control, exhaust gas temperature and
compressor delivery pressure:
Figure 26.3 Hydro-mechanical fuel control
Altitude control
Variations in air intake pressure (P1) require that the fuel flow to the burners is changed
accordingly so that a fixed rpm is maintained for a selected throttle position at all altitudes
and airspeeds. This is achieved by the expansion or contraction of a capsule influenced by P1
pressure which in turn modifies the fuel flow accordingly. This capsule, known as the barometric

pressure capsule (BPC), is incorporated in an ‘altitude sensing unit’ within the FCU.
Acceleration control
The addition of fuel is necessary to cause the engine to accelerate, however, too rapid an
increase of fuel is the usual cause of compressor stall and surge. To regulate the fuel flow under
conditions of engine acceleration, an ‘acceleration control unit’ is fitted within the fuel control
unit. It receives information regarding engine intake pressure (P1) and compressor delivery
pressure (P3 for a two spool engine) and uses this information to adjust a ‘fuel metering
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plunger’. This effectively acts as a second throttle valve in series with the main throttle and
regulates the fuel flow to achieve the maximum engine acceleration without causing stall or
surge.
Exhaust gas temperature limiting

Exhaust gas temperature is probably the most important parameter in a gas turbine engine. To
obtain maximum efficiency, the engine must be run at the highest possible temperature in the
turbine without melting the materials from which it is made.
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To achieve this and yet allow the engine to be a practical user friendly unit, automatic monitoring
of the exhaust gas temperature is combined with a ‘top temperature control’ unit. This allows
the pilot to select full power at any time without risking a meltdown in the turbine assembly.
Thermocouple probes are positioned in the gas stream either within the turbine or close after
it. The output of these thermocouples is used to give an indication of the temperature at the
rear of the engine, this is passed both to the cockpit instrumentation and to a ‘temperature
control signal amplifier’. The electrical output of this amplifier powers a solenoid which
indirectly controls the fuel flow.
Power limiter
The ability of the compressor to withstand internal pressure is limited by the strength of the
materials from which it is made. If the compressor casing is subjected to greater than its design
maximum pressure it will break with possibly catastrophic consequences.
To prevent this happening, the FCU has a ‘power limiter’ device. This unit is signalled by both
intake pressure (P1), and compressor delivery pressure (P3). The combination of these signals
working through capsules and levers controls the fuel flow so that the maximum pressure ratio
is not exceeded.
RPM limiter
The rotational speed of the compressor spools must be limited if they are to be prevented
from self-destructing through excessive centrifugal forces. There are basically two methods of
achieving rotational speed limitation.
The first method depends on an electrical signal proportional to the speed of the shaft. A
tacho-generator or electronic speed sensor driven by the appropriate shaft sends signals to an
amplifier, normally this amplifier is the same one that powers the temperature limiting circuits.
Thus, if the output of the tacho-generator approaches a predetermined level, the fuel flow will
be adjusted to prevent the maximum rpm being exceeded.
The second method is normally used to control the speed of rotation of the HP compressor
shaft. This shaft drives the external gearbox which is responsible for powering the HP fuel
pumps, among other things. Fitted within the HP fuel pump is a ‘hydro-mechanical governor’
which uses hydraulic pressure proportional to engine speed as its controlling parameter.
If engine speed exceeds a predetermined maximum pressure, a diaphragm opens valves to

bleed off some of the servo piston pressure and limit fuel flow to the burners.
HP fuel cock (HP fuel shut off valve)

The HP fuel cock or HP fuel shut off valve shuts off the fuel between the FCU and the fuel
spray nozzles (burners) and is the normal control for starting or stopping the engine. It may be
mechanically controlled by a lever on the flight deck or electrically controlled by an actuator,
also controlled by a switch on the flight deck.
26
Pressurizing and dump valve

A pressurizing and dump valve is used with a duplex fuel nozzle. At a preset pressure the
pressurizing valve opens and allows fuel to flow into the main manifold as well as the pilot or
primary manifold.
The dump valve allows the manifold fuel to be dumped into the drains tank when the engine
is shut down to prevent fuel boiling in the manifold due to residual engine heat.
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Drains Tank
A small tank which collects the unburnt fuel from the fuel manifold and combustion chamber
after the engine is shut down or after a failed start. When the engine is running a pressure
operated non-return valve will isolate the drains tank.
Electronic Engine Control

History
The goal of any engine control system is to allow the engine to perform at maximum efficiency,
within the design safety limits and operating parameters for any given condition. The complexity
of this task is proportional to the complexity of the engine.
In the early days of engine design, the pilot had direct, full control of the engine from start to
shutdown: He/she had the task of starting the engines; deciding and controlling the power
requirement for the stage of flight; monitoring the performance/condition indicators and
shutting the engine down if safety parameters were exceeded. A bank of gauges and a simple
mechanical linkage between the throttle lever in the cockpit and the fuel control unit on the
engine was all the pilot had with which to control and monitor the engine. The throttle linkage
fed pilot inputs to a fuel control unit (FCU) mounted on the engine which regulated the fuel
flow according to acceleration, deceleration and altitude requirements. In addition, the FCU
had an inbuilt rpm sensor that prevented the engine from overspeeding.
In the 1960s, the analogue electronic engine control came into being. The mechanical inputs
to the FCU to communicate the desired engine settings were replaced by electrical inputs
instead. This system was an improvement over the mechanical control system but had its own
drawbacks, including electronic noise interference. It was first introduced as a component of
the Rolls Royce Olympus 593 engine fitted to the Concorde.
In the 1970s the full authority digital electronic control system (FADEC) was born. The FADEC
system significantly reduces the pilot’s tasks and responsibilities with regard to controlling
engine efficiency and monitoring the engine performance and condition. NASA and Pratt and
Whitney were the first to experiment with a digital FADEC system; the successful outcome of
which led to a Pratt & Whitney PW2000 being the first civil engine retrospectively fitted with
FADEC.
Supervisory EEC

The Supervisory EEC system uses a computer which receives inputs from the pilot throttle lever
angle (TLA) and/or FMS of required engine target operating parameters. Control of the fuel
delivery is achieved by signalling the Fuel Control Unit (FCU) which then adjusts delivery to the
burners varying swash-plate angle within the high pressure hydro-mechanical pump or, in the
case of the gear-type pump, by adjusting the return (bypass) of the fuel to the pump inlet.
The EEC performs the functions necessary for engine operation and protection. The computer
will monitor EPR, throttle lever angle (TLA), Mach number, engine inlet pressure and temperature
26
and will maintain a constant thrust regardless of changes in air pressure, temperature or flight
environment. Any fault within the EEC will cause the system to revert to manual control.
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Figure 26.4 Supervisory EEC
In the event of EEC failure there is provision for manual reversion unlike the Full Authority
Digital Engine Control (FADEC) system covered in the next topic.
Full Authority Digital Engine Control (FADEC)

Originally, the control and metering of the engine fuel system was carried out by a Fuel Control
Unit (FCU) mounted on the engine. It incorporates the throttle, HP cock, hydro-mechanical
governor and other devices to regulate and control fuel flow and power output. Control to
the FCU from the flight deck was by mechanical means. However, as technology advanced the
complex variable stroke swash-plate fuel pumps and hydro-mechanical means of controlling
engine power output was replaced by a single channel digital electrical computer controlled
system.
26
Figure 26.5 FADEC
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At the time, the computer hardwear and software was sufficiently advanced to be able to
control every aspect of engine monitoring and control but long term reliability had not been
established. Consequently, the electronic system was used in a ‘supervisory’ capacity only and
the pilot had the capability to over-ride the electronic system and return to mechanical control
at any time.
In turn, as technology continued to advance, the single channel system of engine control and
monitoring was superseded by a duel channel Full Authority Digital Electronics Control system
(FADEC).
Duplication of the channels provided the FADEC system with built-in redundancy because only
one channel is required to manage all aspects of engine monitoring and control. In addition,
the EECs have a much improved level of reliability and an inbuilt fault tolerance system that
allows the channel in command to operate safely even when some of its internal elements are
not fully operational. As a result of the improvement in safety and long term reliability, the
need to revert engine control back to the pilot in the event of malfunction was completely
negated. The old ‘supervisory’ only function of the single channel system was upgraded to a
full command role in the dual channel system and the modern FADEC has no manual reversion
facility at all.
FADEC systems precisely control fuel flow, maximize engine performance, monitor engine inputs/
outputs, reduce pilot workload, and minimize the risks to engine health. They incorporate, in
a single housing, dual Electronic Engine Control (EECs) interfaces. One EEC is channel ‘A’ and
the other channel ‘B’. Each channel is in reality, a sophisticated computer which operates both
in tandem and in isolation with each other to monitor and control all aspects of engine power
output and performance.
Only one channel, ‘A’ or ‘B’ is necessary to monitor and control the engine but both channels
independently analyse the raw data, which includes throttle lever position, outside air
temperature, exhaust gas temperature and every other parameter that is needed for, or could
affect the engine performance. The channels analyse the data independently and then compare
results with each other and with the inbuilt limiting parameters set by the manufacturer. The
built in test facility (BITE) incorporated into each channel continuously monitors the inputs and
outputs to the EECs in order to detect and isolate failures. The healthiest channel, the one with
the least faults, takes command of the engine but the channels will swap command whenever
the health of the stand-by channel exceeds that of the channel in command. If any of the raw
data is missing, corrupt or exceeds limits the channel in command will automatically default to

the inbuilt values.
Once the raw data has been analysed, the channel in command uses the results to monitor
and regulate the pressures and temperatures of the fuel and airflow through the engine from
start to shutdown to ensure maximum performance whilst at the same time ensuring that
structural and performance limitations are not exceeded. The EECs achieve this by operating
the igniters, inlet guide vanes, variable stator vanes, compressor bleed valves, active clearance
control, thrust reversers etc, as necessary. Such precise control and monitoring of the fuel
26
and airflows maximizes engine efficiency, reduces costs, minimizes the risk to engine health,
prolongs engine life and reduces pilot tasking.
The FADEC system has an additional safety facility: if any of the engine controls malfunction,
preventing the channel in command from carrying out a specified function, the channel in
command will attempt to move the appropriate control to a fail-safe position and will activate
the appropriate failure warning on the centralized warning panel. For example, if a fault occurs
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to a compressor bleed valve such that it refuses to function properly, the channel in command
will attempt to move it to the optimum safe position and will give a bleed valve failure warning
on the ECAM/EICAS display.
FADEC comprises typically of the following:
• A Pilot Thrust lever input giving thrust lever angle (TLA) to the EEC
• Cathode Ray Tube (CRT) displays, giving indications of EPR, N1, N2, N3, EGT, FF, VIB, Oil
pressure
• A dual channel electronic controller (EEC)
• A dedicated engine driven alternator providing principle power supply
• Actuators to operate VIGV, VSV, ACS and Bleed-Valve.
• Position feedback to EEC from engine sub-systems
• Fuel Metering Unit (FMU) which has integrated into it the HP Fuel Pump
• An input to Thrust Reverser control (if fitted)
• A facility for engine health monitoring (EHM) and data collection
• Sensors to feedback engine parameters

26
Figure 26.6 A typical FADEC structure
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The main inputs to the FADEC EEC are the pilot’s thrust lever angle (TLA) and preset EPR or
N1 from the Flight Management System (FMS). With FADEC, traditional hydro-mechanical fuel-
pump systems become redundant, and all parameters that would have affected pump delivery
are now fed to a fuel metering valve (FMV) a bypass valve within the Fuel Metering Unit (FMU)
which operates to vary the delivery rate to the burners according to the inputs received by the
EEC. Excess fuel is fed back to the low-pressure side of the system.
Inputs to FADEC EEC:
• Thrust lever angle (TLA)
• Altitude (from ground level upwards)
• Mach number
• Ambient temperature
• Air inlet temperature
• Air demand (compressor bleeds)
• EGT
FADEC performs the following functions:
1. Engine control and overspeed protection:
• Fuel control regulation for all stages of flight
• Power management control
• Fuel Metering Valve (FMV) control within the Fuel Metering Unit (FMU)
2. Engine stall and surge protection:
• Variable bleed valve control (VBV)
• Variable stator vane control (VSV)

• Rotor active clearance control and start bleed system (RACSB) if fitted
• High pressure turbine active clearance control (HPTACC) if fitted
• Low pressure turbine active clearance control (LPTACC) if fitted
3. Engine/Aircraft integration:
26
• Automatic and manual starting and restarting
• Thrust reverser operation
• Auto-thrust
• Engine indication and engine maintenance data collection
• Condition monitoring data collection
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FADEC may take control by initiating an Engine Shutdown (ESD) the final closing down being
a pilot action in the event of exceeding the following:
• N1
• N2
• Acceleration
• EGT
Typical applications
Prior to flight, the flight crew enters the data appropriate to the day’s flight in the Flight
Management System (FMS). The FMS takes environmental data such as temperature, wind,
runway length, runway condition, cruise altitude etc., and calculates power settings for the
different phases of flight. To initiate take-off the flight crew advance the throttles to a take-off
detent or select an auto-throttle take-off if it is available. The FADECs compute the required
takeoff thrust setting and apply it to the engines. There is no direct linkage between the throttle
and the engine fuel control to open fuel flow. By moving the throttle the flight crew have
merely sent an electronic signal to the EEC/ECU, which subsequently controls and monitors the
fuel flow. The FADECs compute the appropriate thrust settings and apply them for climb, cruise
and all other phases of flight.
During flight, small changes in operation are constantly being made to maintain efficiency.
Maximum thrust is available for emergency situations if the throttle is advanced to full, but the
FADEC system will control the engine acceleration to ensure that operating limitations are not
exceeded.
The flight crew has no means of manually overriding the FADECs, and must accept whatever
the FADECs provide. However, they do retain the facility to manually shut the engine down if
and when it is required.
FADECs today are employed by almost all current generation jet engines and increasingly in
newer piston engines, fixed-wing aircraft and helicopters.
The Advantages of the FADEC System

• Improved engine efficiency due to the precise management and control of the fuel system.
• Automatic engine protection against out of tolerance operations.
• Fault tolerant systems that function even if they are degraded.
• Improved safety because the FADEC computer is dual-channel and receives multiple inputs
that provide redundancy in case of failure.
26
• Semi-automatic engine starting/restarting, abort or recycle an engine start.
• Better system integration with engine and airframe systems
• Long term health monitoring and fault diagnostics
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• A reduction in the number of parameters to be monitored by the fight crew
• Automatic engine emergency responses such as an automatic thrust increase to avert a stall.
The Disadvantages of the FADEC System

True full authority digital engine controls have no form of manual override.
If a total FADEC failure occurs, the engine fails. The pilot has no way of manually controlling
the engines other than to shut them down. As with any single point of failure, the risk can be
mitigated by providing in-built redundancy.

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26 Questions
Questions
1. Fuel is heated from which of the following?
a. Air conditioning air

b. Air from the compressor
c. Air from the bootstrap
d. Air from the turbine
2. Fuel is heated to:
a. prevent waxing.
b. ensure vapour losses are minimized
c. make it more viscous
d. make it easier to flow under all conditions
3. Fuel booster pumps are situated in:
a. the fuel tanks

b. the line between the main fuel tanks and the engine
c. low pressure side of the engine
d. high pressure side of the engine
4. In a fuel-cooled oil cooler the ............ is maintained ............ than the ............
a. fuel pressure higher oil pressure

b. oil pressure lower fuel
c. fuel pressure same oil pressure
d. oil pressure higher fuel pressure
5. In a high bypass engine fuel pumps are driven by:
a. high pressure turbine

b. high pressure compressor
c. low pressure compressor
d. intermediate compressor
6. The effect of the high pressure compressor outlet pressure exceeding its maximum
value would be:
a. pressure sensor input to fuel control unit (FCU), FCU reduce fuel, reduce rpm
b. pressure sensor input to fuel control unit (FCU), FCU increase fuel, increase
rpm
c. pressure sensor input to fuel control unit (FCU), bleed valve open, bleed off
Questions
excess volume of air

d. pressure sensor input to fuel control unit (FCU), bleed valve open, bleed off
excess pressure
26
7. Which of the following is a normal stopping device for a gas turbine?
a. LP shut off valve close

b. Fuel tank booster pumps select off
c. HP shut off valve close
d. Isolate electrics from engine
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8. Which of the following is a correct statement?
a. When an engine is running, the combustion chamber drain is closed by a

pressure operated NRV
b. When an engine is running, the combustion chamber drains tank is opened by
a pressure operated NRV
c. When the engine is shut down the drains tank closes to minimize fuel losses
d. When the engine is shut down, residual fuel is syphoned directly back to the
fuel tanks to minimize fuel losses
9. The fuel flowmeter is situated:
a. between LP pump and the FCOC

b. between LP pump and HP pump
c. just after FCU
d. between HP shut off valve and fuel nozzles
10. An overheat in the turbine will result in:
a. an electrical signal from the thermocouple sent directly to the FCU and fuel
being reduced
b. an electrical signal from the thermocouple amplified then sent directly to the
FCU and fuel flow being reduced
c. pilot observing overheat on temperature gauge then subsequently throttling
back the engine, therefore reducing fuel
d. pilot observing overheat on temperature gauge then subsequently increasing
rpm to increase airflow, to increase cooling air, to decrease turbine
temperature
11. Aircraft flying at FL420. If the booster pumps feeding the engine cease to work:
a. the engine would close down immediately

b. the LP pump will draw fuel from the tank, but there may be a possibility of
cavitation due to the low pressure and low boiling point of the fuel
c. the LP pump will draw fuel from the tank, but there may be a possibility of
cavitation due to the low pressure and higher boiling point of the fuel
d. the LP pump will draw fuel from the tank, but there may be a possibility of
cavitation due to the higher pressure and higher boiling point of the fuel
12. The fuel-cooled oil cooler:
a. heats the oil and cools the fuel

b. heats the fuel only
c. cools the oil only
d. heats the fuel and cools the oil
Questions
13. On a cold day, the idle speed of a gas turbine engine which has no fuel control unit
compensation:
26
a. is unaffected by temperature
b. will increase
c. will decrease
d. will increase by no more than 4%
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Answers
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b a a d b a c a d b b d
13
c
Answers
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Chapter
27
Gas Turbines - Bleed Air
Bleed Air and Its Uses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 391

Internal Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 392
Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 393
Turbine Blade Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 393
Nozzle Guide Vane Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 394
Turbine Disc Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 394
Sealing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 395
Disposal of Cooling and Sealing Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 396
Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 398
Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400
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27 Gas Turbines - Bleed Air

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Bleed Air and Its Uses

Air bled from the engine compressor is used to internally cool and seal the engine and externally
to service many aircraft user systems. In the modern turbofan aircraft these may include:
a) Air conditioning/pressurization
b) Hydraulic reservoir pressurization
c) Domestic water tank pressurization
d) Thrust reverser actuation
e) Air turbine motor (ATM) to drive hydraulic pump/electrical generator
f) Engine/airframe anti-icing
g) Fuel heaters
For external use air is typically bled from two sources, a continual low pressure bleed, taken
from the outlet of the LP compressor, supplemented when required by a high pressure bleed,
taken from the HP compressor.
During high power operation of the engine the LP bleed is usually of sufficient pressure to
maintain the air-con/pressurization system. During low power operation the LP bleed pressure
will fall and the HP bleed valve will open to ensure adequate pressure and flow.
The HP bleed valve is invariably scheduled to open when airframe anti-icing is selected as now
the requirement is for hot air, the higher pressure the bleed the higher the temperature of the
air.
All of the bleed air can be shut off from the engine if required by the operation of an isolation
valve operable from the bleed air control panel on the flight deck. This valve will also be closed
to isolate the engine bleed air when the fire handle is operated.
The diagram overleaf also shows fan outlet air being used to cool the bleed air in a precooler.
Fan air can also be used for CSDU and engine oil coolers.
When air is bled from the compressor it must reduce the mass flow through the engine and
therefore have a detrimental effect on thrust and reduce the cooling effect in the combustion
chamber. This will cause an increase in rpm, EGT and SFC and a reduction in EPR.
Control of bleed air into the cabin is via the pack flow control valves. These enable the pilot to
selectively control the air conditioning system and shut off individual packs in the event of a
malfunction particularly involving smoke in the cabin.
Air conditioning bleeds from main engines or APU should also be closed during any ground
de-icing operation to prevent toxic fumes entering the cabin.
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Internal Air
Air bled for internal use is used for internal cooling, for instance the combustion chamber
cooling or the turbine blade cooling, sealing of bearing or turbine disc areas.
27
Figure 27.1
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Air has considerable work done on it to raise its pressure as it passes through the engine,
it is logical therefore to extract the air from as early a stage in the compressor as possible,
commensurate with it being able to perform its function.
When the air has done its job, it is either dumped overboard, or alternatively ejected into the
main gas stream at the highest possible pressure, thus achieving a small performance recovery.
Cooling
The main parts of the engine that require cooling are the combustion chamber and the turbine
section. We have already discussed combustion chamber cooling in a previous chapter, it only
remains to examine the cooling of the turbine section.
The gas turbine engine is a heat engine, high thermal efficiency is dependent upon high
turbine entry temperatures. As stated earlier there is a limit to the amount of heat which can
be released into the turbine from combustion, this limit is imposed by the materials from which
the turbine blades and nozzle guide vanes are manufactured.
If these components are continuously cooled then the temperature of their operating
environment can exceed the melting point of the material from which they are made.
The turbine discs are also heated, by conduction from the turbine blades, thus they are required
to be cooled if disintegration from continued thermal stress is to be avoided.
Some modern turbofan engines use cooling air to control turbine blade tip clearance (active
clearance control) by controlling turbine casing temperature. Also a feature of some engines
is selective cooling of compressor rotor using bleed air. This controls thermal growth of the
compressor blades in order to improve compressor efficiency.
Turbine Blade Cooling

Figure 27.2 shows the development of turbine blade cooling since its inception. Originally it
was considered sufficient to pass low pressure compressor air through the blade (single pass
internal cooling) and in so doing retain its temperature below the critical level at which excessive
creep would occur.
The requirement for greater engine power and efficiency meant that higher gas temperatures
were necessary. Low pressure compressor air was no longer able to provide the amount of
cooling on its own, a supplementary source of cooling was required. Research showed that, by
passing high pressure compressor air through the blade as well as the low pressure air (multi-
feed), a reasonable increase in the gas temperature could be achieved before blade failure was
experienced.
An additional increase was attained by creating a boundary layer effect (film cooling) by
passing air through small holes in the leading and trailing edge of the blade. To some extent
this boundary layer protected the turbine blade from the onslaught of the hot gases coming
from the combustion chamber.
27
This was the type of blade which engines used for the following decade, eventually however
events dictated that further advances in blade technology had to be made.
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Designers and researchers reasoned that if passing air through the blade once could lower its
temperature, then passing the air through more than once would lower it more. This proved
to be true, eventually the optimum number of times the air could be passed through the blade
was found to be five, (quintuple pass), and the quintuple pass, multi-feed internal cooling
with extensive film cooling is presently considered to be state of the art in turbine blade
manufacture.
Figure 27.2 The development of turbine blade cooling
Nozzle Guide Vane Cooling

The nozzle guide vanes are cooled in a similar manner to that which is used in the turbine
blades. The one major difference is that only high pressure compressor air is used. Examination
of Figure 27.3 will show a nozzle guide vane cooled by HP air supplemented by film cooling.
Turbine Disc Cooling

In the vast majority of gas turbine engines, the turbine blades are fixed to turbine discs. Heat
conduction from the blades to the disc requires that the discs are cooled and prevented from
suffering thermal fatigue from uncontrolled expansion and contraction.
Figure 27.3 shows how the front and rear faces of each of the turbine discs is cooled by high
pressure compressor air, the actual pressure in each disc cavity being controlled by interstage
seals.
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Figure 27.3 Cooling & sealing within the turbine area.
Sealing
To prevent the leakage of oil or air into spaces where it should not be, several different types
of seal are in current use. Most of these seals work on the principle of the labyrinth (a maze).
The labyrinth seal consists of fins which rotate within an annulus of oil, or in cases where the
exterior of the seal is static, the annulus can consist of a soft abradable material or a honeycomb
structure. In the case of the latter two, initial running of the engine makes the fins rub against
the annulus material, cutting into it to give the minimum clearance.
During operation, there is a pressure drop across each fin which results in a restricted flow of
air from one side of the seal to the other. When used to seal bearing chambers, the air pressure
prevents oil leakage by flowing from the outside of the seal to the inside, this has the additional
27
beneficial effect of inducing a positive pressure which assists the oil return to scavenge.
Where seals have to be placed between two rotating shafts, it is possible that there would be
friction between the fins and the abradable material due to flexing of the shafts.
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This would create high temperatures and the possibility of shaft failure. This is the situation in
which the intershaft hydraulic seal is used, (Figure 27.4).
It was mentioned earlier that the air required to perform the cooling and sealing functions was
taken from as early as possible in the compressor.
In the particular case of sealing air used in bearing chambers, it is taken from the intermediate
stages of the compressor through air transfer ports in the compressor rotor drum, (refer to
Figure 27.4), and passed through communicating passages to where it is required.
Figure 27.4 Types of interstage & intershaft seals
The intershaft hydraulic seal is an example of the first type of labyrinth seal mentioned in this
section. The fin, or fins rotate close within an annulus of oil, any deflection of the shaft will
cause the fin or fins to enter the oil and the seal will be maintained without generating any
undue friction or heat.
An interstage seal, (see Figure 27.4), is used to either prevent or control leakage of air between
sections of the engine which are operating at different pressures. The amount of pressure
dropped across the seal depends upon the number of fins over which the air must pass. To
create a larger pressure in one zone of the engine than another, all that has to be done is to
pass the air over fewer fins into the high pressure zone than into the lower pressure zone, less
pressure will be dropped before entry into the high pressure zone than into the low pressure
zone.
The efficiency of all these seals depends basically upon two factors, firstly the mechanical
design of the seal, and secondly the air pressure which is essential if it is to work at all. It is
during periods of low engine power, for instance the selection of idle power during descent
from high altitudes, that the greatest oil loss from a serviceable engine is suffered. Oil loss from
a serviceable engine working at high power settings is almost negligible.
27
Disposal of Cooling and Sealing Air

When cooling and sealing has been carried out, the air which has been doing the job has to be
disposed of. It can be seen from Figure 27.3 that the HP air used for cooling is ejected into the
exhaust stream. The LP air on the other hand is fed out through its own dedicated vent pipe.
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On some engines the temperature of the air exiting through this vent pipe is monitored to give
an indication of the integrity of the engine’s internal construction.
Any failure which causes the temperature to exceed a predetermined maximum triggers a
warning via a temperature sensor. The warning, which consists of a red warning light with the
caption IEOH (internal engine overheat), requires a mandatory engine shutdown.

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27 Questions
Questions
1. An interstage air seal is used where:
a. engine sections are operating at different pressures

b. engine sections are subjected to pressures of the same value
c. it is more convenient
d. it is difficult to obtain access during routine servicing
2. An Internal Engine Overheat warning would necessitate:
a. the oil temperature to be closely monitored

b. the EGT to be closely monitored
c. the engine power to be reduced to idle
d. the engine to be shut down
3. Turbine blades are cooled by:
a. HP compressor air internally ducted through the blades

b. HP air tapped from the combustion chambers
c. air ducted from just before the intake guide vanes
d. intermediate pressure air taken from the bleed valves
4. Bleed air for engine anti-icing is provided by:
a. the bleed valves

b. the turbine stages
c. the compressor
d. the combustion chambers
5. The efficiency of a bearing chamber oil seal depends on its mechanical design and:
a. the fuel pressure

b. compressor bleed air pressure
c. the engine compression ratio
d. the engine oil pressure
6. With a bleed air anti-icing system the effect of selecting ‘on’ while maintaining
thrust will:
a. decrease fuel consumption

b. decrease specific fuel consumption
c. increase specific fuel consumption
d. specific fuel consumption will remain the same
7. Which of the following ice removal methods does a modern jet aircraft normally
Questions
utilize?
a. Hot air
b. Rubber boots
27
c. Electrical thermal blankets

d. FPD freezing point depressant fluid
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27
8. With a bleed air anti-icing system the effect of selecting ‘on’ will have what effect?
a. EGT will decrease

b. EGT will increase
c. EGT will remain the same
d. The ratio between exhaust pressure and intake pressure will increase
9. The air obtained from the engine for air conditioning is essentially:
a. high pressure low volume

b. high pressure high volume
c. low pressure low volume
d. low pressure high volume
Questions
27
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27 Answers
Answers
1 2 3 4 5 6 7 8 9
a d a c b c a b d
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Chapter
28
Revision Questions
Systems Revision Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 403

Answers to Systems Revision Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 431
Practice Systems Examination Paper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 432
Answers to Practice Systems Examination Paper . . . . . . . . . . . . . . . . . . . . . . . . . . 444
Explanations to Practice Systems Examination Paper . . . . . . . . . . . . . . . . . . . . . . . 445
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Revision Questions
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28
Systems Revision Questions

1. The principle of operation of firewire is:
a. positive coefficient of impedance, negative coefficient of inductance

b. positive coefficient of resistance, negative coefficient of capacitance
c. positive coefficient of inductance, negative coefficient of impedance
d. positive coefficient of capacitance, negative coefficient of resistance
2. What type of fire extinguisher would be used on a propane fire?
a. Foam
b. Water
c. Dry powder
d. Sand
3. On what principle do smoke detectors work?
a. Resistance and capacitance

b. Ionization and impedance
c. Optical and ionization
d. Inductance and light diffraction
4. An ion detector detects:
a. smoke and fire

b. smoke
c. overheat
d. light
5. If an artificial feel unit were fitted it would be connected:
a. in parallel with the primary controls

b. in series with the primary controls
c. in series with the secondary controls
d. in parallel with the secondary controls
6. In a twin jet fuel system what is the function of a feeder box?
a. To equally distribute the fuel to each tank during refuelling

b. To prevent pump cavitation
c. To feed fuel to the volumetric top-off unit
d. To control the amount of fuel remaining during fuel dumping
7. A twin jet aircraft would normally be refuelled by which of the following methods?
Revision Questions
a. Overwing refuelling
b. Suction refuelling
c. Open line refuelling
d. Pressure refuelling
8. The fuel tanks of a modern passenger airliner are filled by:

28
a. gravity
b. fuel is sucked in by the aircraft pumps
c. fuel is pumped in by the fuel truck
d. the VTO system
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9. The purpose of a refuelling volumetric top off unit (VTO) is:
a. to keep the feeder box full of fuel at all times

b. to close the fuelling valve when the tank is full
c. to close the surge check valves in the outboard tanks to keep the tank full
until the centre tank fuel has been used
d. to close the tank vent system when the tank is full
10. Fuel tank booster pumps are:
a. spur gear pumps – high pressure

b. centrifugal pumps – high pressure
c. spur gear pumps – low pressure
d. centrifugal pumps – Low pressure
11. The advantage of a float type fuel gauging system is:
1. simple
2. compensates for variations of SG
3. reads fuel quantity by mass
4. compensates for change of aircraft attitude
a. 3&4
b. 2&3
c. 1 only
d. 1&3
12. The function of the baffles in a fuel tank is:
a. to prevent movement of fuel to the wingtip

b. to prevent fuel surge (or sloshing) during manoeuvring
c. to prevent pump cavitation
d. to reduce fuel flow at altitude
13. The function of baffle check valves in a fuel tank is:
a. to reduce fuel flow at altitude

b. to prevent fuel surge during manoeuvring
c. to prevent pump cavitation
d. to prevent movement of fuel to the wingtip
14. A magneto is switched off by:
a. open circuiting the primary circuit

b. grounding the secondary circuit
c. open circuiting the secondary circuit
Revision Questions
d. grounding the primary circuit
15. An impulse coupling in a magneto is provided to:
a. generate high voltage and advance the spark for starting

b. increase the energy to the spark plug as the rpm increases
28
c. generate high voltage and retard the spark for starting

d. allows a low energy value when ‘continuous ignition’ is selected
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28
16. A turbosupercharger impeller is driven by:
a. a connection through a gearbox connected to the crankshaft

b. diversion of exhaust gases by the wastegate using energy that would
otherwise have been wasted
c. excess torque from the reduction gearbox
d. a ram air turbine
17. A cylinder head temperature gauge measures:
a. the temperature of the hottest cylinder

b. the temperature of all the cylinders and gives an average reading
c. the temperature of the coolest cylinder
d. the temperature of the two cylinders furthest away from each other divided
by two
18. EPR is measured by the ratio of:
a. turbine pressure to combustion chamber inlet pressure

b. high pressure compressor inlet pressure to exhaust pressure
c. low pressure compressor inlet pressure to high pressure compressor outlet
pressure
d. exhaust pressure to low pressure compressor inlet pressure
19. Where is EGT measured?
a. In the jet pipe

b. HP turbine outlet
c. HP compressor outlet
d. Combustion chamber
20. In a bootstrap air conditioning system what is the first thing the air does?
a. Goes through the primary heat exchanger, compressor then secondary heat
exchanger
b. Goes through the compressor, turbine, secondary heat exchanger
c. Goes through the turbine, compressor and secondary heat exchanger
d. Goes through the compressor, secondary heat exchanger, turbine
21. How are the loads on an aircraft busbar connected?
a. They are in series so that current reduces through the busbar as loads are
switched off
b. They are in parallel so that voltage reduces through the busbar as loads are
switched off
c. They are in parallel so that current reduces through the busbar as loads are
Revision Questions
switched off
d. They are in series so that voltage reduces through the busbar as loads are
switched off
22. In a modern airliner what is the hydraulic fluid used?

28
a. Synthetic
b. Mineral
c. Mineral/alcohol
d. Vegetable
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23. The correct extinguisher to use on a brake fire would be:
a. foam
b. dry powder
c. CO2
d. water
24. An aircraft is certified to fly higher than 25 000 ft and to carry a maximum of 240
passengers, it is configured to carry 200 and actually has 180 passengers on board.
The minimum number of drop-down oxygen masks provided must be:
a. 180
b. 200
c. 220
d. 240
25. The passenger oxygen drop-down mask stowage doors are released:
a. by a lanyard operated by a barometric capsule

b. mechanically
c. electrically for chemical oxygen generators and pneumatically for gaseous
system
d. manually by the cabin crew
26. In a centrifugal compressor:
a. the air enters the eye tangentially and leaves the periphery axially
b. the air enters the periphery axially and leaves the eye tangentially
c. the air enters the eye radially and leaves the tip tangentially
d. the air enters the impeller axially at the eye and leaves at the periphery
tangentially
27. What happens to pressure, temperature and velocity of the air in the diffuser of a
centrifugal compressor?
a. Velocity increase, pressure and temperature decrease

b. Velocity decrease, pressure and temperature increase
c. Velocity, pressure and temperature increase
d. Velocity, pressure and temperature decrease
28. The type of smoke detection system fitted to aircraft is:
a. optical and ionization

b. chemical
c. electrical
d. magnetic
Revision Questions
29. The flight deck warning on activation of an engine fire detection system is:
a. warning bell
b. gear warning
c. warning light and warning bell
28
d. warning light
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30. Hydraulic reservoirs are pressurized by:
a. ram air in flight only

b. separate helium gas system
c. air from the air conditioning system
d. engine bleed air from turbine engine
31. The purpose of a hydraulic fuse is to:
a. allow the parking brake to remain on overnight if required

b. allow a reduced pressure to the wheel brake system to avoid locking the
wheels
c. prevent over-pressurizing the reservoir as altitude increases
d. prevent loss of system fluid if the pipeline to a brake unit should rupture
32. A shuttle valve will:
a. allow the accumulator to be emptied after engine shutdown

b. reduce pump loading when normal system pressure is reached
c. automatically switch to a more appropriate source of hydraulic supply
d. operate on a rising pressure, higher than the Full Flow relief valve
33. With regard to an air cycle type ECS pack, where is the water separator fitted?
a. After the humidifier

b. Before the cold air unit compressor
c. Between the compressor and turbine
d. After the cold air unit turbine
34. In the event that an emergency decent causes the cabin pressure to decrease
below ambient pressure:
a. the outward relief valve will open

b. the outflow valve will close
c. the inward relief valve will open
d. the safety valve will close
35. The purpose of a ditching control valve is:
a. to close the outflow valves

b. to open outflow valves
c. to allow rapid depressurisation
d. to dump the toilet water after landing
36. In a bleed air anti-icing system the areas that are heated are:
Revision Questions
a. the whole of the wing

b. wing leading edge slats and flaps
c. wing leading edges and slats
d. trailing edge flaps
37. On a modern turboprop aircraft the method of anti-icing/de-icing the wings is:
28
a. fluid
b. pneumatic boots
c. electrical heater mats
d. hot air bled from the engines
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38. If an aircraft maximum operating altitude is limited by the pressure cabin, this limit
is due to:
a. the maximum positive pressure differential at maximum operating ceiling

b. the maximum positive pressure differential at maximum cabin altitude
c. the maximum number of pressurization cycles
d. the maximum zero fuel mass at maximum pressure altitude
39. Long haul aircraft are not used as short haul aircraft because:
a. checklists would be too time consuming to complete

b. it would use too much fuel
c. some tanks will be empty the whole time imposing too much strain on the
aircraft
d. structures are given fatigue lives based on their use
40. The properties of Duralumin are:
1. aluminium/copper base
2. aluminium/magnesium base
3. hard to weld
4. easy to weld
5. good thermal conductivity
6. poor resistance to air corrosion
a. 1, 3 and 5
b. 2, 3 and 5
c. 1, 2 and 3
d. 4, 5 and 6
41. An undercarriage leg is considered to be locked when:
a. it is down
b. the amber light is on
c. mechanically locked by an ‘over-centre’ mechanism
d. the actuating cylinder is at the end of its travel
42. An underinflated tyre on a dry runway:
a. increases wear on the shoulder

b. increases wear on the crown
c. increases viscous aquaplaning speed
d. will cause the tyre temperature to reduce
43. Kreuger flaps are positioned:

Revision Questions
a. towards the wing tip

b. at the wing inner leading edge
c. along the whole leading edge
d. at the wing trailing edge
44. What are flaperons?

28
a. Combined spoiler and flap

b. Combined elevators and flaps
c. Combined ailerons and elevators
d. Combined flap and ailerons
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45. What is the purpose of inboard ailerons:?
a. To reduce wing bending at high speed

b. To reduce wing twisting at low speed
c. To reduce wing bending at low speed
d. To reduce wing twist at high speed
46. What is the purpose of trim tabs?
a. To reduce stick forces in manoeuvres

b. To reduce stick holding forces to zero
c. To increase control effectiveness
d. To reduce control effectiveness
47. Smoke hoods protect:
a. full face and provide a continuous flow of oxygen

b. mouth and nose and provide a continuous flow of oxygen
c. full face and provide oxygen on demand
d. mouth and nose and provide oxygen on demand
48. Oxygen supplied to the flight deck is:
a. gaseous, diluted with ambient air if required

b. chemically generated and diluted with cabin air if required
c. gaseous, diluted with cabin air if required
d. chemically generated, diluted with ambient air if required
49. If during pressurized flight the outflow valve closes fully due to a fault in the
pressure controller the:
a. skin will be overstressed and could rupture

b. safety valve opens when the differential pressure reaches structural max diff
c. the inward relief valve will open to prevent excessive negative differential
d. ECS packs are automatically closed down
50. In a fan jet engine the bypass ratio is:
a. internal mass airflow divided by external mass airflow

b. external mass airflow divided by internal mass airflow
c. internal mass airflow divided by mass fuel flow
d. mass fuel flow divided by mass fuel flow
51. The thrust reverser light illuminates on the flight deck annunciator when the:
a. thrust reverser doors have moved to the reverse thrust position

Revision Questions
b. thrust reverser doors have been selected but the doors have not moved
c. thrust reverser doors are locked
d. thrust reverser doors are unlocked
52. In very cold weather the pilot notices slightly higher than normal oil pressure on
start up. This:
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a. indicates an oil change is required.

b. is indicative of a blocked oil filter.
c. is acceptable providing it returns to normal after start up.
d. is abnormal but does not require the engine to be shut down.
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53. If a fuel tank having a capacitive contents gauging system is empty of fuel but has
a quantity of water in it:
a. the gauge will show full scale high

b. the gauge will show the mass of the water
c. the gauge will show empty
d. the gauge needle will ‘freeze’
54. In a four stroke engine, when the piston is at BDC at the end of the power stroke
the position of the valves is:
Inlet Exhaust
a. closed closed
b. open open
c. open closed
d. closed open
55. What is the effect on EGT and EPR if a bleed valve is opened?
a. Increase, increase
b. Decrease, decrease
c. Decrease, increase
d. Increase, decrease
56. Refer to the following diagram for a modern turbofan engine – where is fuel flow
measured?
Fuel tank Engine
Firewall LP FCOC Fuel Filter HP FCU HP

SOV pump heater pump SOV
d c b a
57. Where is torque measured in a turboprop engine?
a. Accessory gearbox
Revision Questions
b. Reduction gearbox
c. At the turbine
d. At the constant speed unit oil pump
58. Propeller blade angle is:

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a. the angle between the blade chord and the plane of rotation
b. the angle between the relative airflow and the chord
c. dependent upon rpm and TAS
d. the difference between effective pitch and geometric pitch
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59. Why is a propeller blade twisted?
a. To reduce the thrust at the root of the blade

b. To prevent the blade from fully feathering
c. To reduce the tip speed
d. To even out the thrust force along the length of the blade
60. For calculating resistances in parallel the formula is:
1 1 1 1
a. = × ×
RT R1 R2 R3
b. RT = R1 + R2 + R3
c. RT = R1 × R2 × R3
1 1 1 1
d. = + +
RT R1 R2 R3
61. When a fuse operates it is ............. and when a circuit breaker operates it is .............
a. high current low current

b. low current high current
c. non re-settable re-settable
d. re-settable non re-settable
62. A hot busbar is one that:
a. supplies galley power

b. is permanently connected to the battery
c. carries all of the non-essential loads
d. is connected to the battery in an emergency
63. In an AC distribution system what is the purpose of the GCB?
a. Maintains constant frequency

b. Connects the load busbar to the synchronizing busbar
c. Controls generator field excitation
d. Connects a generator output to its load busbar
64. An aircraft which uses DC as the primary source of power, AC for the instruments
may be obtained from:
a. CSDU
b. rectifier
c. inverter
d. TRU
Revision Questions
65. Persistent over excitation of one generator field will cause:
a. the GCB and BTB to trip

b. the BTB and exciter control relay to trip
c. the GCB and exciter control relay to trip
d. the GCB and SSB to trip
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66. When a battery is nearly discharged, the:
a. voltage decreases
b. voltage and current decrease
c. current increases because voltage has dropped
d. electrolyte boils
67. The state of charge of an aircraft battery on an aircraft with a voltmeter would be
checked:
a. on load
b. off load
c. with the battery negative terminal disconnected
d. by monitoring the electrolyte resistance
68. In a paralleled AC distribution system what regulates the real load?
a. Torque from the CSDU (CSD)

b. Field excitation from the voltage regulator
c. Synchronizing circuits in the BTB
d. A potentiometer on the flight engineer’s panel
69. If the oil temperature gauge of the CSD is in the red what would action is required?
a. Throttle back and allow to cool down

b. Auto disconnect
c. Manually disconnect and reconnect on the ground
d. Disconnect, then when cooled reconnect
70. What is a transistorized static inverter in a DC circuit used for?
a. Convert AC to DC
b. Provide field excitation current
c. Provide AC for instruments
d. To supply power to the emergency lights
71. If the load increases on a ‘constant speed AC generator’ what does the voltage
regulator do?
a. Increases generator speed

b. Decreases field excitation
c. Remains the same
d. Increases field excitation
72. Incorrect bonding of the aircraft structure could cause:

Revision Questions
a. corrosion at skin joints

b. CB trips
c. static on the radio
d. VOR interference
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73. The characteristics of a Unipole system are:
1. Lighter
2. Easier fault finding
3. More likely to short circuit
4. Less likely to short circuit
5. It is not a single wire system
a. 2, 4 and 5.
b. 1, 2 and 3.
c. 2, 4 and 1.
d. 1, 4 and 5.
74. The frequency of an AC generator is dependent upon?
a. the rpm of the rotor

b. the number of poles in the rotor
c. the rpm and number of poles in the rotor
d. the number of poles in the rotor and the number of phase windings in the
stator
75. With an almost discharged battery there will be:
a. a decrease of voltage with increasing load

b. increase of current with decrease of voltage
c. decrease of current with increasing load
d. increase of voltage with increasing load
76. When is an engine overheat firewire system activated:
a. When an overheat is detected all along the length of both firewire loops
b. When an overheat affects one detector loop at a point anywhere along its
length
c. When an overheat is detected all along the length of one firewire loop
d. When an overheat affects both detector loops at a point anywhere along
their length
77. In an air cycle air conditioning system what is the function of the ground-cooling
fan?
a. To re-circulate air through the mix manifold

b. To draw cooling air over the turbine
c. To blow air into the compressor
d. To draw cooling air over the heat exchangers
78. How do you control power in a jet engine?

Revision Questions
a. By controlling the mixture ratio

b. By controlling the fuel flow
c. By controlling the airflow
d. By controlling the bleed valves
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79. In a normally aspirated piston engine carburettor icing can occur:
a. between 0°C and –10°C

b. at more than +10°C
c. only at less than +10°C if there is visible moisture
d. only above 5000 ft
80. In a gas turbine engine fuel system why is the fuel heater before the filter?
a. To prevent ‘waxing’
b. To help vaporization of the fuel
c. To prevent water in the fuel freezing and blocking the filter
d. To prevent the fuel from freezing and blocking the filter
81. What is the purpose of the FCOC (Fuel-cooled Oil Cooler)?
a. To maintain the oil at the correct temperature

b. To heat the fuel and cool the oil
c. To heat the oil and cool the fuel
d. To bypass oil to the engine if the oil pressure filter becomes blocked
82. What is the purpose of the torque links in a landing gear leg?
a. To prevent the wheel rotating around the leg

b. To prevent shimmy
c. To transfer the brake torque to the wheel
d. To position the wheels in the correct attitude prior to landing
83. An artificial feel system is needed in the pitch channel if the:
a. airplane has a variable incidence tailplane

b. elevators are controlled through a reversible servo system
c. elevator is controlled through a servo tab
d. elevators are controlled through an irreversible servo system
84. Auto brakes are disengaged:
a. when the ground spoilers are retracted

b. when the speed falls below 20 kt
c. on the landing roll when the autopilot is disengaged
d. by the pilot
85. In the following diagram the landing gear arrangements shown are:
1. 2. 3. 4.
Revision Questions
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1. 2. 3. 4.
a. fork cantilever levered tandem
b. cantilever dual fork tandem
c. cantilever fork half fork dual wheel
d. half fork dual wheel cantilever fork
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86. In an aircraft with a fuel dumping system it will allow fuel to be dumped:
a. down to a predetermined safe value

b. down to unuseable value
c. to leave 15 gallons in each tank
d. down to maximum landing weight
87. What does ‘octane rating’ when applied to AVGAS refer to?
a. The waxing point of the fuel

b. The ability of the fuel to disperse water
c. The anti-knock value of the fuel
d. The volatility of the fuel
88. How are modern passenger jet aircraft fuel tanks pressurized?
a. By nitrogen from a storage cylinder

b. By ram air through the vent system
c. By bleed air from the pneumatic system
d. By a volumetric top off unit
89. Refering to the following diagram:
To get logic 1 output at A there must be a logic 1 input at:
a. C1 and C2 only
b. C1 and C3 only
c. C2 and C4 only
d. C3 only
Revision Questions
90. In which of the following areas would an overheat/fire warning be provided?
a. Fuel tank
b. Cabin
c. Tyres
d. Wheel/undercarriage bay
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91. An axial flow compressor when compared to a centrifugal compressor:
a. takes in less air and is less prone to rupturing

b. takes in more air and is more prone to rupturing
c. takes in more air and is less prone to rupturing
d. takes in less air and is more prone to rupturing
92. Hydraulic pressure typically used in the system of large transport aircraft is:
a. 2000 - 3000 psi

b. 3000 - 4000 psi
c. 1000 - 2000 psi
d. 4000 - 5000 psi
93. The EGT indication on a piston engine is used:
a. to control the cooling air shutters

b. to monitor the oil temperature
c. to assist the pilot to adjust the fuel mixture
d. to indicate cylinder head temperature
94. A gas turbine engine having a single spool, the compressor will rotate:
a. at the same speed as the turbine

b. slower than the turbine
c. faster than the turbine
d. independently of the turbine
95. Because of its function an ‘AND’ gate may also be referred to as:
a. invert or not gate

b. any or all gate
c. all or nothing gate.
d. either or gate.
96. What type of hydraulic fluid is used in a modern passenger jet aircraft?
a. Mineral based
b. Phosphate ester based
c. Vegetable based
d. Water based
97. In a 4 stroke engine when does ignition occur in each cylinder?
a. After TDC for starting and then before TDC every 2nd rotation of the
crankshaft
Revision Questions
b. Before TDC for starting and then after TDC every 2nd rotation of the
crankshaft
c. After TDC for starting and then before TDC every rotation of the crankshaft
d. Before TDC for starting and then after TDC every rotation of the crankshaft
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98. When smoke appears in the cockpit, after donning the oxygen mask the pilot
should select:
a. normal
b. 100%.
c. diluter
d. emergency
99. Which part of the gas turbine engine limits the temperature?
a. Combustion chamber
b. Turbine
c. Compressor
d. Exhaust
100. What makes the non-rigid fittings of compressor and turbine blades rigid when the
engine is running?
a. Spring locks
b. Thrust and drag forces
c. Aerodynamic and centrifugal force
d. Tapered bead seats
101. What ice protection system is used on most modern jet transport aircraft?
a. Liquid
b. Electrical
c. Hot air
d. Pressure operated boots
102. What frequency is commonly used in aircraft electrical distribution systems?
a. 200 Hz
b. 400 Hz
c. 100 Hz
d. 50 H
103. When does the engine High Pressure fuel shut off valve close?
a. After a booster pump failure

b. When the engine fuel switch is selected ‘on’ during engine start
c. When flight idle is selected
d. When the engine fuel switch is selected ‘off’ during engine shutdown
104. When does the Low Pressure fuel shut off valve close?
Revision Questions
a. When the fire handle is pulled

b. When the engine fuel switch is selected ‘on’ during engine start
c. When flight idle is selected
d. After a booster pump failure
105. What voltage is supplied to booster pumps on a modern jet airliner?

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a. 115 V AC single phase

b. 200 V AC three phase
c. 28 V DC from an inverter
d. 12 V DC from the battery
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106. An engine having a ‘free turbine’:
a. there is a mechanical connection between the power output shaft and the
free turbine
b. there is no mechanical connection between the power output shaft and the
free turbine
c. there is a mechanical connection between the compressor and the propeller
shaft
d. air enters via compressor inlet on the turbine
107. If the pressure controller malfunctions during the cruise and the outflow valve
opens what happens to:
i) cabin ROC ii) cabin Alt iii) differential pressure
a. i) increase ii) decrease iii) decrease

b. i) decrease ii) increase iii) decrease
c. i) increase ii) increase iii) decrease
d. i) increase ii) increase iii) increase
108. What controls cabin pressurization?
a. ECS pack mass flow controller

b. outflow valve
c. engine bleed valve
d. inflow valve
109. If the fire handle is pulled in an aeroplane with an AC generator system what
disconnects?
a. Exciter control relay and GCB

b. GCB and BTB
c. BTB and GCU
d. Exciter control relay only
110. Which components constitute a crank assembly?
a. crankshaft, camshaft, valve springs

b. crankcase, crankshaft, pistons and connecting rods
c. crankshaft, pistons and connecting rods
d. propeller, crankshaft, connecting rods
111. One stage of an axial compressor:
a. Comprises a row of stators followed by a rotor disc

b. Has a compression ratio of 2:1
Revision Questions
c. Comprises a rotor disc followed by a row of stators

d. Has a compression ratio of 0.8
112. If a CSD overheat warning is shown:
a. the CSD can be disconnected and the pilot must control the alternator himself
28
b. the pilot must throttle back to reduce the load on the alternator
c. the CSD can be disconnected then reconnected later when the temperature
has reduced
d. the CSD can be disconnected but not used for the rest of the flight
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113. A new tyre with wear on the tread and parallel grooves:
a. can be repaired once only

b. can be repaired several times
c. can never be repaired
d. is fit for use only on a nose-wheel
114. An emergency exit assisted escape device must be fitted if the door sill height is
above:
a. 8 ft with the aircraft on the landing gear with the nosewheel extended
b. 8 ft with the aircraft on the landing gear with the nosewheel collapsed
c. 6 ft with the aircraft on the landing gear with the nosewheel extended
d. 6 ft with the aircraft on the landing gear with the nosewheel collapsed
115. In a compensated capacitance fuel contents system what happens to a fuel weight
of 8000 lb if its volume increases by 5%?
a. Decreases by 5%
b. Increases by 5%
c. Remains the same
d. Increases by 5% for every degree rise in temperature
116. How do aircraft spoilers work?
a. Lower surfaces only, symmetrical and asymmetrical operation

b. Lower surfaces only, symmetrical operation
c. Upper surfaces only, symmetrical and asymmetrical operation
d. Upper surfaces only, symmetrical operation
117. What is the total volume in the cylinder of a four stroke engine?
a. A value equal to the cubic capacity

b. Swept volume minus clearance volume
c. Volume between TDC and BDC
d. Swept volume plus clearance volume
118. After the power stroke on a piston engine the poppet valve sequence is:
a. exhaust valve opens, inlet valve opens, exhaust valve closes

b. exhaust valve closes, inlet valve opens, exhaust valve opens
c. inlet valve opens, exhaust valve closes, inlet valve closes
d. inlet valve closes, exhaust valve closes, inlet valve opens
119. What speed does the LP compressor run at?

Revision Questions
a. The speed of the LP turbine

b. The speed of the HP turbine
c. Half the engine speed
d. Constant speed
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120. What happens to the angle of attack of a fixed pitch propeller as the aircraft
accelerates down the runway?
a. Increases
b. Decreases
c. Remains the same
d. Blade angle changes to compensate for forward speed
121. What happens to the AoA of a VP propeller with increasing TAS if the rpm and
throttle levers are not moved?
a. Blade angle remains constant to compensate for forward speed

b. Increases
c. Decreases
d. Remains the same
122. Where are smoke detectors fitted?
a. Toilets
b. Toilets and cargo compartments A, B, C, D, E
c. All cargo compartments
d. Toilets and cargo compartments B, C, E
123. What colour is the hydraulic liquid in a modern jet airliner?
a. Purple
b. Red
c. Yellow
d. Pink
124. On what principle does a fuel flowmeter work?
a. Volume and viscosity

b. Quantity of movement
c. Capacitive dielectric
d. Pressure and temperature
125. What is engine pressure ratio?
a. The ratio of turbine outlet pressure to compressor inlet pressure

b. The ratio of turbine inlet pressure to compressor inlet pressure
c. Turbine outlet pressure × compressor outlet pressure
d. Compressor inlet pressure divided by turbine outlet pressure
126. On what principle does the fuel contents gauging system work on a modern large
aircraft?
Revision Questions
a. Capacity affected by dielectric therefore changing EMF of system

b. Capacity affected by dielectric therefore changing resistivity of system
c. Changes in dielectric causes changes in capacitance
d. Change in dielectric causes change in distance between plates and therefore
changes capacitance
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127. What are the advantages of a nicad battery?
1. More compact.
2. Longer shelf life.
3. Even voltage over total range before rapid discharge.
4. Higher voltage than lead acid type.
a. 2, 3, and 4
b. 1, 2, 3 and 4
c. 1, 2 and 4
d. 1, 2 and 3
128. What would happen if the wastegate of a turbocharged engine seized in the
descent?
a. Compressor will overspeed

b. Blow the turbine blades off
c. MAP may exceed its maximum permitted value in the induction manifold
d. rpm may exceed its maximum permitted value
129. When is spark plug fouling most likely to occur?
a. In the climb if you have not adjusted the mixture

b. Cruise power
c. In the descent if you have not adjusted the mixture
d. Max take-off power
130. Why, in the bootstrap system, is the air compressed before it enters the heat
exchanger?
a. To provide a constant mass flow to the cabin

b. To ensure maximum pressure and temperature drop across the turbine
c. To ensure most rapid cooling through the heat exchanger
d. To provide a constant temperature airflow to the cabin
131. What is a ram air turbine (RAT) which drives a hydraulic pump used for?
a. Nose wheel steering

b. Flap extension
c. Landing gear extension if the normal system fails
d. Flight controls in case of failure of the engine driven system
132. As altitude increases what does the mixture control do to the fuel flow?
a. Increases flow due to reduced air density

b. Increases flow due to increased air density
Revision Questions
c. Reduces flow due to reduced air density

d. Reduces flow due to increased air density
133. What is the coefficient of friction on an aquaplaning (hydroplaning) tyre?
a. 0
28
b. 0.1
c. 0.5
d. 1.0
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134. What is the purpose of the diluter demand valve in the emergency oxygen system?
a. To supply air only when inhaling

b. To dilute oxygen with air in crew oxygen system
c. To dilute oxygen with air in passenger oxygen system
d. To supply oxygen only when inhaling
135. What limits the max. temperature in a gas turbine engine?
a. Temperature in the combustion chamber

b. Temperature at the exhaust
c. Temperature at the turbine
d. Temperature entering the combustion chamber
136. What is the purpose of a surge box inside a fuel tank?
a. Collect sediment at the bottom of the tank

b. Ventilate the tank during high pressure refuelling
c. Allow movement of fuel between tanks while refuelling
d. Prevent sloshing of fuel away from pump inlet during abnormal manoeuvres
137. Emergency oxygen is provided by:
a. one system for both flight deck and cabin

b. two independent systems, one for flight deck, one for cabin
c. two systems each capable of supplying the flight deck and cabin
d. three systems, one for the flight deck, one for the passengers and one for the
cabin crew
138. A 12 volt lead acid battery has a broken connection in a cell, the battery:
a. provides 1/12th less voltage for the same time

b. provides 1/12th less voltage for 1/12th less time
c. is unserviceable
d. will suffer from thermal runaway
139. A changeover relay:
a. allows an APU to connect to its busbar

b. allows a GPU to connect to its busbar
c. allows connection of AC to an unserviceable generator’s busbar
d. allows an alternate source to supply an essential busbar
140. A relay is:
a. a motorway breakdown service

Revision Questions
b. a mechanically operated switch

c. an electrically operated switch
d. another name for a solenoid
141. Fuel heaters are fitted:

28
a. in the wing fuel tanks

b. in the fuselage fuel tanks
c. in the engine fuel system mounted on the engine
d. all of the above
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142. The engine fire extinguisher system is activated:
a. after the engine has been shut down

b. automatically when a fire warning is sensed
c. by the pilot when required
d. automatically after a time delay to allow the engine to stop
143. An unpressurized aircraft is flying above FL100 and therefore must have sufficient
oxygen for:
a. both pilots immediately and the cabin crew plus all passengers after 30
minutes above FL100 but below FL130
b. both pilots only
c. both pilots and all passengers
d. both pilots immediately and the cabin crew plus some passengers after 30
minutes above FL100 but below FL130
144. Aircraft above a certain capacity must carry a crash axe, it is provided to:
a. cut through the aircraft fuselage to allow escape

b. enable access behind panels and soundproofing to aid fire fighting
c. cut firewood in a survival situation
d. restrain disorderly passengers
145. The function of stringers in the construction of the fuselage is:
a. to withstand shear stress

b. to provide an attachment for insulation
c. to provide support for the skin and to absorb some of the pressurization strain
as tensile loading
d. to provide an alternate load path in the event of the failure of a frame
146. The requirement for an aircraft to have a fuel dumping system is:
a. all aircraft in the Transport Category having a maximum take-off mass

(MTOM) of 75 000 kg or greater
b. all aircraft manufactured after 1997 having a MTOM of 7500 kg or more
c. aircraft whose maximum landing mass (MLM) is significantly lower than its
maximum take-off mass (MTOM)
d. all aircraft with a seating capacity of 250 or more
147. At what height is it mandatory for one of the flight deck crew to wear an oxygen
mask?
a. 25 000 ft
b. 32 000 ft
Revision Questions
c. 37 000 ft
d. 41 000 ft
148. A Volumetric Top-off unit (VTO), is provided in a fuel system to:
a. vent the tank to atmosphere when its full

28
b. allow a main feed tank to be maintained at a predetermine level

automatically, while being fed from an auxiliary tank
c. allow the main tank to automatically maintain a predetermined fuel pressure
d. prevent too much fuel from being dumped
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149. The type of engine layout shown on page 430 is:
a. two spool
b. turbo fan
c. free turbine
d. prop fan
150. The precautions to be taken during refuelling are:
a. GPU may not be running during refuelling

b. all earthing of aircraft parts to ground equipment must be completed before
filler caps are removed
c. passengers may be boarded (traversing the refuelling zone)
d. no radar or HF radios under test within 10 metres
151. What prevents an impulse coupling operating at speeds above start speed,
considering that it has flyweights?
a. Electro-magnetic induction
b. Hydraulic clutch
c. Centrifugal force
d. On/off switch
152. What type of fire extinguisher must be on a flight deck?
a. Water
b. Dry powder
c. Special fluid
d. Halon
153. In a Bramah press one piston has an area of 0.05 m2 and has a force of 10 N acting
on it. If the area of the second piston is 0.5 m2, what force will it produce?
a. 1N
b. 20 N
c. 25 N
d. 100 N
154. What is the reason for putting the horizontal stabilizer on top of the fin?
a. To be more efficient at high speed

b. No need for anti-icing
c. Create a pitch up by making the aeroplane tail heavy
d. To be out of the way of the wing down wash
155. Where are thermal plugs fitted?

Revision Questions
a. Wheel rim
b. Cargo bay
c. Fuel tank
d. Oil tank
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156. In a non-stressed skin aircraft, bending loads acting on the wings are taken by:
a. skin
b. spars
c. stringers
d. ribs
157. In a stressed skin aircraft, bending loads acting on the wings are taken by:
a. ribs and stringers

b. stringers and spars
c. spars and skin
d. spars and stringers
158. Hydraulic fluid:
a. needs no special treatment

b. is harmful to eyes and skin
c. is a fire hazard
d. is harmful to eyes and skin, and is also a fire hazard
159. In a modern carburettor, mixture is controlled via:
a. airflow
b. airflow, fuel flow and temperature
c. fuel flow
d. airflow and fuel flow
160. The demand valve of a diluter demand oxygen regulator in normal mode operates
when:
a. the pressure to the regulator is more than 500 psi

b. user breathes in
c. user requires 100% oxygen
d. diluter control is in the ‘normal’ position
161. Torque links on an undercarriage come under most stress:
a. during crosswind landings

b. during pushback
c. when making tight turns when taxiing
d. after take-off
162. If cabin pressure is decreasing, the cabin VSI will indicate:
a. zero
Revision Questions
b. climb
c. descent
d. reducing pressure
163. The battery in a search and rescue beacon (SARB) should last for:
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a. 72 hours
b. 48 hours
c. 24 hours
d. 12 hours
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164. A shuttle valve is used to:
a. restrict the rate of operation of a system

b. select the most suitable system pressure
c. allow two supplies to be available to a service
d. to allow a constant volume pump to idle
165. The temperature of hydraulic fluid is measured:
a. after the cooler

b. in the reservoir
c. at the actuator
d. at the pumps
166. Electrical heating devices:
a. consume little power

b. are used for preventing ice on small areas (e.g. pitot head, windscreen only)
c. are used for de-icing small areas
d. can de-ice large areas because there is a large excess of electrical power
available
167. Reverse thrust lights come on when:
a. reverser doors are unlocked

b. when reverse power above idle is selected
c. when reverse thrust is selected in flight
d. when the doors move towards the stowed position inadvertently
168. The magnetos are switched off and the engine continues to run normally .The
cause of this fault is:
a. a wire from the magneto coming in contact with the metal aircraft skin
b. hotspots existing in cylinder
c. carbon deposits on spark plug
d. grounding wire from magneto being broken
169. An aircraft is to fly at 29 000 ft. When should the oxygen briefing take place?
a. Before 10 000 ft
b. Before 14 000 ft
c. At 20 000 ft
d. Before take-off
170. What is the purpose of the magneto impulse coupling?

Revision Questions
a. To give a retarded spark during starting

b. Reduce the rate of rotation of the magneto
c. Advance the ignition and give a hotter spark during starting
d. Automatically increases spark rate at high engine speeds
171. The excess cabin altitude alerting system must operate to warn the crew at:
28
a. 8000 ft
b. 10 000 ft
c. 13 000 ft
d. 14 000 ft
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172. The ‘torsion box’ of a modern aircraft wing structure consists of:
a. spars, skin, frames and stringers

b. spars, skin, frames and ribs
c. spars, skin, longerons and ribs
d. spars, skin, stringers and ribs
173. A device in a hydraulic system which acts in the same way as a diode in an
electrical circuit is a:
a. restrictor valve
b. sequence valve
c. fuse
d. one way check valve
174. What does three green lights represent when the landing gear is selected down?
a. The gear is down

b. The gear is down and locked
c. The gear and doors are down and locked
d. The gear is travelling between up and down
175. Which is the correct statement regarding a large aircraft fitted with both inboard
and outboard ailerons?
a. The outboard ailerons are used only when the landing gear is selected down
b. The outboard ailerons are used only when the landing gear is retracted
c. The inboard ailerons are used only when the flaps are retracted
d. The inboard ailerons are only used when the flaps are extended
176. How do differential ailerons work?
a. Increase lift on down going wing and decrease lift on up going wing
b. Increase drag on up going wing and decrease drag on down going wing
c. Equalize the drag on up going and down going wings
d. Equalize the lift on up going and down going wings
177. What is the effect of heating flight deck windows?
a. To demist the interior of the window if normal demist does not function
correctly
b. To protect the windows against bird strike
c. To protect the windows against ice formation
d. To protect the windows against bird strike and ice formation
178. If an aircraft suffers decompression what happens to the indications on a cabin VSI,
Revision Questions
cabin altimeter and differential pressure gauge?
a. VSI up, altimeter up, differential pressure gauge down

b. VSI, altimeter, differential pressure gauge all unchanged
c. VSI down, altimeter up, differential pressure gauge down
d. VSI up, altimeter down, differential pressure gauge down
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179. What happens if a gaseous oxygen cylinder is over-pressurized?
a. A pressure relief valve vents the excess pressure into the atmosphere
b. A bursting disc vents the complete contents of the cylinder(s) to atmosphere
c. A pressure regulator will prevent the excess pressure damaging the system
d. A pressure relief valve vents the excess pressure into the fuselage
180. If a fuel sample appears cloudy, this is:
a. an indication of air in the fuel

b. normal
c. due to the addition of FSII
d. an indication of water in the fuel
181. Fuel tanks accumulate moisture, the most practical way to limit this in an aircraft
flown daily is to:
a. secure the filler cap tightly and plug the drains

b. drain the tank at the end of each day
c. fill the tank after each flight
d. drain the water before flight
182. How much fuel can be jettisoned?
a. A specific amount
b. The captain decides
c. All
d. A specified amount must remain
183. The DLL of a transport aircraft is:
a. 1.5g
b. 2.5g
c. 3.4g
d. 3.75g
184. A current limiter fuse:
a. will rupture below fault conditions

b. has a high melting point so carrying a considerable current overload before
rupturing
c. is not used in TRU protection
d. has a low melting point so will rupture quickly if a current overload occurs
185. What type of electrical motor is used as a starter motor?

Revision Questions
a. Series
b. Shunt
c. Compound
d. Induction
186. The power for LP fuel pumps is:

28
a. 28 V DC
b. 28 V AC
c. 115 V DC
d. 200 V AC
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187. What is a relay?
a. Solenoid valve
b. Magnetic switch
c. Converts electrical energy into heat energy
d. Used in starter motor circuit
188. An aircraft is in straight and level flight at a constant cabin altitude when the crew
notice the rate of climb indicator reads –200 ft/min. What will be the sequence of
events?
a. Crew should begin a climb to regain cabin altitude

b. Cabin altitude will increase to outside atmospheric pressure
c. Cabin altitude will descend to, and continue beyond normal max. diff., at
which point the safety valves will open
d. Cabin altitude will increase to, and continue beyond normal max. diff., at
189. What is the frequency band for ADF?
a. Hectometric and kilometric

b. Metric
c. Centimetric
d. Decimetric
Revision Questions
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Illustration for Question 149, page 424

Revision Questions
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Answers
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Answers to Systems Revision Questions

1 2 3 4 5 6 7 8 9 10 11 12
d a c b a b d c b d c b
13 14 15 16 17 18 19 20 21 22 23 24
d d c b a d b a c a b c
25 26 27 28 29 30 31 32 33 34 35 36
c d b a c d d c d c a c
37 38 39 40 41 42 43 44 45 46 47 48
b b d a c a b d d b a c
49 50 51 52 53 54 55 56 57 58 59 60
b b d c a d d a b a d d
61 62 63 64 65 66 67 68 69 70 71 72
c b d c c b a a c c d c
73 74 75 76 77 78 79 80 81 82 83 84
b c a d d b c c b a d d
85 86 87 88 89 90 91 92 93 94 95 96
c a b c a d b b c a c b
97 98 99 100 101 102 103 104 105 106 107 108
a d b c c b d a b a c b
109 110 111 112 113 114 115 116 117 118 119 120
a c c d b d c c d c a b
121 122 123 124 125 126 127 128 129 130 131 132
d d a b a c d c a b d c
133 134 135 136 137 138 139 140 141 142 143 144
a b c d b c d c d c d b
145 146 147 148 149 150 151 152 153 154 155 156
c c d b c b c d d d a b
157 158 159 160 161 162 163 164 165 166 167 168
c d c b c b b c b b a d
169 170 171 172 173 174 175 176 177 178 179 180
d a b d d b c c d a b d
Answers
181 182 183 184 185 186 187 188 189

c d b b a d b c a
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Practice Systems Examination Paper

1. With reference to stringers they:
a. integrate the strains due to pressurization to which the skin is subjected and
convert them into a tensile stress
b. provide sound and thermal insulation
c. perform no structural role
d. withstand shear stresses
2. How can wing bending moments be reduced in flight?
a. By using aileron up float and keeping the centre section fuel tanks full for as
long as possible
b. By having tail mounted engines and using aileron down float
c. Using aileron up float and using the fuel in the wing tanks last
d. By having wing mounted engines and using the wing fuel tanks first
3. Kreuger flaps are positioned on the:
a. trailing edge
b. leading edge
c. outboard leading edge
d. inboard leading edge
4. The purpose of inboard ailerons is to reduce wing:
a. bending at high speed

b. twisting at high speed
c. bending at low speed
d. twisting at low speed
5. The ‘torsion box’ of a modern aircraft wing structure consists of:
a. spars, skin, frames and stringers

b. spars, skin, frames and ribs
c. spars, skin, longerons and ribs
d. spars, skin, stringers and ribs
6. Which is the correct statement regarding a large aircraft fitted with both inboard
and outboard ailerons?
a. The outboard ailerons are used only when the landing gear is selected down
b. The outboard ailerons are used only when the landing gear is retracted
c. Only the inboard ailerons are used when the flaps are retracted
d. Only the inboard ailerons are used when the flaps are extended
Revision Questions
7. What is the effect of heating flight deck windows?
a. To demist the interior of the window if normal demist does not function
correctly
b. To protect the windows against bird strike
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c. To protect the windows against ice formation

d. To protect the windows against bird strike and ice formation
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8. Differential ailerons work by:
a. increasing lift on down going wing and decreasing lift on up going wing
b. increasing drag on up going wing and decreasing drag on down going wing
c. equalizing the drag on up going and down going wings
d. equalizing the lift on up going and down going wings
9. An artificial feel system is:
a. connected in series with an irreversible servo system

b. connected in parallel with an irreversible servo system
c. connected in parallel with a reversible servo system
d. connected in series with a reversible servo system
10. Why are two longitudinal trim switches fitted to the control column?
a. There are two trim motors

b. Fast trimming at low altitude and a slower rate at higher altitudes
c. As a safety precaution to reduce the possibility of trim runaway
d. To prevent both pilots operating the trim at the same time
11. On a modern jet transport the hydraulic reservoirs are normally pressurized:
a. by a separate helium gas supply

b. by air from the air conditioning system
c. by engine bleed air
d. in flight only
12. A device in a hydraulic system which acts in the same way as a diode in an
electrical circuit is a:
a. restrictor valve
b. sequence valve
c. fuse
d. one way check valve
13. A ram air turbine may be used to provide emergency hydraulic power for:
a. landing gear extension

b. flight controls
c. nose wheel steering
d. leading edge flap extension only
14. An under inflated tyre on a dry runway:
a. decreases viscous hydroplaning speed

Revision Questions
b. causes the tyre temperature to fall

c. increases wear on the shoulder
d. increases wear on the crown
15. If an aircraft suffers decompression what happens to the indications on a cabin VSI,
cabin altimeter and differential pressure gauge?
28
a. VSI up, altimeter up, differential pressure gauge down

b. VSI, altimeter, differential pressure gauge all unchanged
c. VSI down, altimeter up, differential pressure gauge down
d. VSI up, altimeter down, differential pressure gauge down
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16. An aircraft is in straight and level flight at a constant cabin altitude when the crew
notice the rate of climb indicator reads –200 ft/min. What will be the sequence of
events?
a. Crew should begin a climb to regain cabin altitude

b. Cabin altitude will increase to outside atmospheric pressure
c. Cabin altitude will descend to, and continue beyond normal max. diff., at
d. Cabin altitude will increase to, and continue beyond normal max. diff., at
17. What is the purpose of the ground cooling fan in a bootstrap air cycle conditioning
system?
a. To draw cooling air over the turbine

b. To draw cooling air over the heat exchangers
c. To blow air onto the compressor
d. To re-circulate air through the mixing manifold
18. If the outflow valves failed closed in flight the effect would be:
a. to damage the aircraft skin

b. to increase cabin pressure to max differential
c. to increase cabin altitude
d. to shut down the air conditioning system
19. Modern transport aircraft fuel booster pumps are generally:
a. centrifugal and powered by DC induction motors

b. centrifugal and powered by AC induction motors
c. spur gear and powered by DC induction motors
d. spur gear and powered by AC induction motors
20. Modern passenger aircraft fuel tanks are pressurized by:
a. low pressure bleed air

b. low pressure inert gas system
c. the air discharged by the air conditioning system
d. ram air through the vent system
21. Where are the fuel heaters fitted on jet aircraft?
a. In each tank
b. On the engine
c. They are not required
d. Centre tank only
Revision Questions
22. The fuel cross feed system enables fuel to be:
a. supplied to the outboard engines from any outboard tank

b. transferred from the centre tank to the wing tanks only
c. supplied to any engine mounted on a wing from any tank within that wing
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d. supplied to any engine from any tank
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23. The areas heated by a bleed air system on a modern jet passenger transport are:
a. leading edges of all aerofoil surfaces

b. leading edges of all aerofoil surfaces including flaps
c. leading edges of all aerofoil surfaces including slats (where fitted)
d. upper surfaces of the wings only
24. The principle upon which the vibrating probe (Rosemount) ice detector is based is:
a. inferential
b. accretion
c. ice removal
d. evaporation
25. Which one of the following ice protection systems can only be used as a de-icing
system?
a. Mechanical
b. Electrical
c. Chemical
d. Thermal
26. Because of its function an AND gate is also referred to as an:
a. all or nothing gate

b. any or nothing gate
c. invert or not gate
d. either or gate
27. The stators of a three phase alternator are separated by:
a. 60 degrees
b. 90 degrees
c. 120 degrees
d. 180 degrees
28. If a CSDU overheat warning occurs, the:
a. CSDU can be disconnected and not used for the rest of the flight
b. pilot must throttle back the effected engine
c. CSDU can be disconnected and then re-connected when it has cooled down
d. CSDU must be disconnected and the alternator is controlled directly by the
pilot
29. What is disconnected if the fire handle is pulled in an aircraft with an AC generator
system?
Revision Questions
a. Generator control relay (exciter control relay) and GCB

b. GCB
c. BTB
d. Generator control relay (exciter control relay) and BTB
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30. A generator that produces 400 Hz at 6000 rpm has how many pole pairs?
a. 12
b. 8
c. 6
d. 4
31. If a 12 volt, 6 cell battery has one dead cell:
a. it cannot be used
b. it can be used but the output voltage is reduced by 1/12
c. it can be used but the output voltage and capacity are reduced by 1/12
d. it can be used but the output capacity is reduced by 1/12
32. Incorrect bonding of the aircraft structure could cause:
a. corrosion at skin joints

b. circuit breaker trips
c. static on the radio
d. VOR interference
33. ‘Earth Return’ system means that:
a. both battery and earth terminals are connected to the voltage regulators’
shunt field
b. battery positive and generator negative terminals are connected to a/c
structure
c. battery negative terminal is connected to the generator negative terminal
with low resistance cable
d. battery and generator negative terminals are connected to the aircraft
structure
34. The frequency of an AC generator is dependent upon:
a. poles only
b. poles and rpm
c. rpm only
d. load
35. In an aircraft which uses DC as the primary source of power, AC for the instruments
may be obtained from:
a. a rectifier
b. the AC busbar
c. a TRU
d. an inverter
Revision Questions
36. The wavelength of a VOR is:
a. metric
b. decimetric
c. hectometric
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d. centimetric
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37. What is the wavelength that corresponds to the frequency 121.95 MHz?
a. 246 m
b. 2.46 cm
c. 2.46 m
d. 24.6 m
38. Skip distance is longest by ............. and with a ............ frequency.
a. day low
b. day high
c. night low
d. night high
39. The skip zone of an HF transmission will increase with:
a. an increase in frequency and an increase in height of the reflective (refractive)

layer
b. an increase in frequency and a decrease in height of the reflective (refractive)
layer
c. an decrease in frequency and an increase in height of the reflective (refractive)
layer
d. an decrease in frequency and a decrease in height of the reflective (refractive)
layer
40. How are the loads on an aircraft busbar connected?
a. In parallel so that the current reduces through the busbar as loads are
switched off
b. In parallel so that the voltage reduces through the busbar as loads are
switched off
c. In series so that the current reduces through the busbar as loads are switched
off
d. In series so that the voltage reduces through the busbar as loads are switched
off
41. Hot or vital busbars are:
a. heated by bleed air

b. connected directly to the battery
c. connected directly to the DC generator
d. connected directly to the AC generator
42. A static inverter is a:
a. transistorized unit that converts AC to DC

Revision Questions
b. transistorized unit that converts DC to AC

c. fixed unit that changes DC voltages
d. fixed unit that changes AC voltages
43. If AC generators are connected in parallel the reactive loads are balanced by
adjusting the:
28
a. frequency
b. torque of the CSDU
c. energizing current
d. voltage
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44. The voltage regulator of a DC generator is connected in:
a. series with the armature and parallel with the shunt field
b. parallel with the armature and parallel with the shunt field
c. series with the armature and series with the shunt field
d. parallel with the armature and series with the shunt field
45. If the frequency of a series capacitive circuit increases, what happens to the
current?
a. It increases
b. It decreases
c. It stays the same
d. It increases or decreases
46. Which is the correct statement(s) with regard to flight crew oxygen requirements
for a pressurized aircraft:
1. at all times when the cabin pressure altitude exceeds 13 000 ft

2. at all times when the cabin pressure altitude is between 10 000 ft and 13 000
ft except for the first 30 mins
3. in no case less than 30 mins if certificated below 25 000 ft
4. in no case less than 2 hours if certificated above 25 000 ft
a. 1, 2, 3 and 4
b. 1 and 2
c. 1, 2 and 3
d. 2 and 3
47. The advantages of a chemical oxygen generator system are:
1. it is a self-contained system
2. it can be filled from outside the pressure hull
3. the flow of oxygen can be regulated
4. it can be turned off
5. it is relatively light
a. 1 and 5
b. 1, 2 and 4
c. 2 and 4
d. 1, 2, 3, 4 and 5
48. An aircraft operating at FL350 must have sufficient supplementary oxygen available
for 100% of passengers for a descent from its maximum certificated operating
altitude to allow a descent to:
Revision Questions
a. 13 000 ft in 30 minutes
b. 15 000 ft in 4 minutes
c. 15 000 ft in 10 minutes
d. 10 000 ft in 4 minutes
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49. The passenger oxygen drop down mask stowage doors are released:
a. barometrically operated latch

b. electrically for chemical generator systems and pneumatically for gaseous
systems
c. electrically for gaseous systems and pneumatically for chemical generator
systems
d. by the cabin crew
50. The fire extinguisher system for an engine is activated:
a. automatically immediately a fire is sensed

b. automatically once the engine has been shut down
c. by the pilot immediately a fire is detected
d. by the pilot once the engine has been shut down
51. The flight deck warning of an engine fire is:
a. individual warning lights and bells

b. a common light and common aural warning
c. aural warning only
d. individual warning lights and a common aural warning
52. High cylinder head temperatures on a piston engine are associated with:
a. mass ratio of 1:15

b. cruise mixture setting
c. a weak mixture
d. a rich mixture
53. In a gas turbine the maximum gas temperature is reached:
a. in the combustion chamber

b. at the turbine exit
c. across the turbine
d. in the cooling air around the turbine
54. When TAS increases the pitch angle of a constant speed propeller:
a. increases
b. decreases
c. remains constant
d. decreases and then returns to its original angle
55. From the list select the conditions for highest engine performance:
Revision Questions
1. low temperature
2. low humidity
3. high pressure
4. high temperature
5. high humidity
6. low pressure
28
a. 1, 2 and 6
b. 1, 3 and 5
c. 3, 4 and 5
d. 1, 2 and 3
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56. A torque meter is situated:
a. between the engine and propeller

b. on the auxiliary gearbox
c. between the turbine and the gearbox
d. in the spinner housing
57. A reverse thrust door warning light is illuminated when:
a. the reverser doors are unlocked

b. the thrust levers are lifted beyond ground idle
c. the reverse thrust mechanism is not operating correctly
d. asymmetric reverse thrust has been selected
58. Adjusting the mixture of piston engines as aircraft altitude increases is necessary
to:
a. increase fuel flow to compensate for decreasing air density

b. decrease fuel flow to compensate for decreasing air density
c. increase fuel flow to compensate for increasing air density
d. decrease fuel flow to compensate for increasing air density
59. The power output of a piston engine can be calculated by multiplying:
a. force by distance
b. work by velocity
c. pressure by moment arm
d. torque by rpm
60. When high pressure bleed valves open they:
a. reduce the EPR

b. increase the fuel flow
c. reduce the EGT
d. increase the thrust
61. The fan stage of a ducted fan engine is driven by the:
a. LP turbine
b. IP turbine
c. HP turbine
d. HP compressor through reduction gearing
62. In a four stroke engine, ignition occurs:
a. before TDC every 2nd rotation of the crankshaft

Revision Questions
b. at TDC every 2nd rotation of the crankshaft

c. after TDC every 2nd rotation of the crankshaft
d. before TDC every rotation of the crankshaft
63. A fixed pitch propeller blade has wash-out from root to tip in order to:
28
a. keep the local angle of attack constant along the blade length
b. keep the pitch angle constant along the blade length
c. keep the local angle of attack at its optimum value along the blade length
d. decrease the blade tangential speed from root to tip
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64. The alpha range of a variable pitch propeller is between:
a. feather and flight fine pitch stop

b. feather and ground fine pitch stop
c. flight fine pitch stop and reverse stop
d. ground fine pitch stop and reverse stop
65. With the CSU governor in the underspeed condition, oil will be directed to:
a. increase the blade angle

b. decrease the blade angle
c. decrease the rpm
d. open the throttle valve
66. In a fan jet engine the bypass ratio is:
a. internal mass airflow divided by external mass airflow

b. external mass airflow divided by internal mass airflow
c. internal mass airflow divided by mass fuel flow
d. mass fuel flow divided by internal mass airflow
67. In a normally aspirated piston engine carburettor icing can occur:
a. between 0°C and –10°C

b. at more than +10°C
c. only at less than +10°C if there is visible moisture
d. above 5000 ft only
68. At what speed does the LP compressor run?
a. The speed of the LP turbine

b. The speed of the IP turbine
c. The speed of the HP turbine
d. Constant speed
69. The magnetos are switched off and the engine continues to run normally. The
cause of this fault is:
a. a wire from the magneto coming into contact with aircraft metal skin
b. hotspots in the cylinder
c. carbon fouling of the spark plugs
d. grounding wire from the magneto broken
70. The volume of the scavenge pump(s) in an engine lubrication system is greater
than that of the pressure pump(s) in order to:
Revision Questions
a. prevent cavitation of the oil system feedlines

b. ensure heat is dissipated more efficiently
c. compensate for thermal expansion of the lubricating fluid
d. ensure that the engine sump remains dry
71. Variable inlet guide vanes are fitted to gas turbine engines to:
28
a. increase the mass flow at high speeds

b. prevent a compressor stall at low engine speed
c. prevent a compressor stall at high engine speeds
d. decelerate the flow into the compressor
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72. The theoretically correct air to fuel ratio for efficient combustion in a gas turbine
under constant speed conditions is:
a. 5:1
b. 15:1
c. 25:1
d. 40:1
73. A gas turbine engine power change is achieved by adjusting the amount of:
a. fuel supplied and the amount of air entering the compressor

b. fuel supplied
c. air supplied
d. fuel supplied and the amount of air entering the turbine
74. What happens to the pressure and velocity of the gas stream from root to tip
across the nozzle guide vanes?
a. Both remain constant

b. Both increase
c. Velocity increases, pressure decreases
d. Velocity decreases, pressure increases
75. What is a crank assembly?
a. Crankcase, crankshaft, pistons and connecting rods

b. Crankshaft, pistons and connecting rods
c. Propeller, crankshaft and connecting rods
d. Camshaft, pistons and connecting rods
76. The effect of climbing at rated rpm but less than rated boost is to:
a. increase full throttle height

b. reduce full throttle height
c. produce no change to the full throttle height
d. reduce the time to full throttle height
Revision Questions
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Revision Questions
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28 Answers
Answers to Practice Systems Examination Paper

1 2 3 4 5 6 7 8 9 10 11 12
a c d b d c d c b c c d
13 14 15 16 17 18 19 20 21 22 23 24
b c a c b b b d b d c b
25 26 27 28 29 30 31 32 33 34 35 36
a a c a a d a c d b d a
37 38 39 40 41 42 43 44 45 46 47 48
c d a a b b d d a a a c
49 50 51 52 53 54 55 56 57 58 59 60
b d d c a a d a a b d a
61 62 63 64 65 66 67 68 69 70 71 72
a a a a b b b a d d b b
73 74 75 76
b d b a
Answers
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Answers
28
Explanations to Practice Systems Examination Paper

9. Book 2
Feel system shown in parallel. Fully powered controls are irreversible servo systems.
This question seems to be getting at the difference in the value of the dielectric i.e. Fuel 2.1,
water 80 something, so if the tank was full of water the value of capacitance would be so high
that the gauge would read full scale.
12. Book 2
See also electrical system book 3.
15. Book 2
As cabin pressure rapidly falls, cabin altitude increases, cabin vertical speed indicates up and
differential pressure falls.
16. Book 2
As the cabin pressure builds up due to perhaps the outflow valves closing un-commanded,
the differential pressure will increase, the cabin alt will show a descent, and the differential
will increase until max diff is achieved when the safety-valves will open to prevent structural
damage.
30. Book 3
Calculations as follows:
No. of poles rpm
× = Freq
2 60
No. of poles 6000

× = 400
2 60
No. of poles
× 100 = 400
2
No. of Poles × 100 = 400 x 2
No. of Poles × 100 = 800
No. of Poles = 800 = 8 Poles

100
8
Answers
Answer is = = 4 Pole Pairs

2
34. Book 3 See calculation for Q30
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28 Answers
45. Book 3
Calculation as follows:
1
Xc =
2π fc
1
Xc (Ω) =
2π fc
Therefore if frequency increases, it follows:
1
Xc (Ω) = where frequency increases:
2π fc
Xc (Ω) must decrease (Reactance)
Take the value of reactance, and, using Ohms’ law to find the current ( I ), it follows:
V
I= (With R reducing)
R
I (Current) must increase.
Therefore if the Frequency increases in a capacitive circuit, the Current (I), must Increase.
55. Highest engine performance is produced under highest density conditions i.e. those of
lowest temperature, low humidity and highest pressure. There are many references to
this in:
a. Powerplant
b. Principles of flight
c. Aircraft Performance
59. Book 4 From the Power formula P×L×A×N×E Force = Press × Area (P × A)
Torque/Work = Force x Distance (P×L×A)
Power, the Rate of doing Work = (P×L×A×E) where ‘E’ is effective rpm
63. Book 4 Wash-out (or blade-twist) is the name given to the reduction of blade angle from
root to tip.
66. Book 4 It is the air mass passing through the bypass duct (external mass flow) divided by
the air mass passing through the core (internal mass flow) of the engine.
Answers
28
446
ID: 9187
Chapter
29
Index
447
Order: 9812
29 Index
A Block. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Blowout Cycle. . . . . . . . . . . . . . . . . . . . . . 358
Absolute Pressure Controller (APC). 139, 141 Blue Smoke. . . . . . . . . . . . . . . . . . . . . . . . . 27
Acceleration. . . . . . . . . . . . . . . . . . . . . . . . . 9 Boiling. . . . . . . . . . . . . . . . . . . . . . . . . . . . 369
Acceleration Control . . . . . . . . . . . . . . . . 377 Boost Pressure . . . . . . . . . . . . . . . . . . . . . 137
Accelerator Pump. . . . . . . . . . . . . . . . . . . 110 Bootstrapping . . . . . . . . . . . . . . . . . . . . . 140
Accessory Housing. . . . . . . . . . . . . . . . . . . 30 Bore. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Active Clearance Control. . . . . . . . . . . . . 234 Bottom Dead Centre (BDC). . . . . . . . . . . . 14
Adiabatic. . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Boyle’s Law. . . . . . . . . . . . . . . . . . . . . . . . . . 7
Air. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 Brake Horsepower. . . . . . . . . . . . . . . . . . . 21
Air Annulus. . . . . . . . . . . . . . . . . . . . . . . . 229
Air Bleed Diffuser. . . . . . . . . . . . . . . . . . . 106 C
Air-cooled. . . . . . . . . . . . . . . . . . . . . . . . . . 27 Calorific Value . . . . . . . . . . . . . . . . . . . . . . 77
Air Cooling. . . . . . . . . . . . . . . . . . . . . . . 58, 59 Cam Lobe. . . . . . . . . . . . . . . . . . . . . . . . . . 28
Airflow Control . . . . . . . . . . . . . . . . . . . . 229 Camshaft. . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Air/Fuel (Stoichiometric) Ratio. . . . . . . . 254 Capacitor (Condenser). . . . . . . . . . . . . . . . 67
Air Inlet. . . . . . . . . . . . . . . . . . . . . . . . . . . 219 Carburettor. . . . . . . . . . . . . . . . . . . . . 30, 103
Airspray System . . . . . . . . . . . . . . . . . . . . 257 Carburettor Icing. . . . . . . . . . . . . . . . . . . 118
Air Starter Motor. . . . . . . . . . . . . . . . . . . 355 Cast Iron. . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Alpha. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168 Cavitation. . . . . . . . . . . . . . . . . . . . . . . . . . 84
Alpha (Flight) Range. . . . . . . . . . . . . . . . 168 Centrifugal Breather . . . . . . . . . . . . . . . . 300
Altitude Boosted Superchargers. . . . . . . 136 Centrifugal Compressor. . . . . . . . . . . . . . 136
Altitude Control. . . . . . . . . . . . . . . . . . . . 377 Centrifugal Latch. . . . . . . . . . . . . . . . . . . 178
Angle of Attack . . . . . . . . . . . . . . . . . . . . 165 Charles’s Law . . . . . . . . . . . . . . . . . . . . . . . . 7
Annular Combustion Chamber. . . . . . . . 253 Check Valve . . . . . . . . . . . . . . . . . . . . . . . . 46
Anti-surge Valve. . . . . . . . . . . . . . . . . . . . . 47 Chemically Correct Ratio. . . . . . . . . . . . . . 93
APU Control and Operation . . . . . . . . . . 352 Choked Nozzle Thrust Example . . . . . . . 312
APU Operations in Flight. . . . . . . . . . . . . 352 Chord Line . . . . . . . . . . . . . . . . . . . . . . . . 163
Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Clamshell Doors. . . . . . . . . . . . . . . . . . . . 327
Athodyd. . . . . . . . . . . . . . . . . . . . . . . . . . 200 Clearance Volume . . . . . . . . . . . . . . . . . . . 23
Atmosphere Exclusion. . . . . . . . . . . . . . . 369 Cloudy Fuel. . . . . . . . . . . . . . . . . . . . . . . . 368
Attack of a Compressor. . . . . . . . . . . . . . 230 Cold Stream (Blocker) Reverser. . . . . . . . 328
Automatic Boost Control Unit (ABC) . . . 146 Combined Gas Laws. . . . . . . . . . . . . . . . . . . 7
Auxiliary Power Unit (APU). . . . . . . . . . . 351 Combustion . . . . . . . . . . . . . . . . . . . . . . . . . 3
Auxiliary Starting Devices . . . . . . . . . . . . . 69 Combustion Chamber. . . . . . . . . . . . . . . 247
AVGAS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 Combustion Efficiency. . . . . . . . . . . . . . . 256
AVGAS 100LL. . . . . . . . . . . . . . . . . . . . . . . 77 Combustion Stability. . . . . . . . . . . . . . . . 254
Axial Velocity of the Airflow. . . . . . . . . . 229 Common Rail Injection . . . . . . . . . . . . . . 128
B Compound Oils. . . . . . . . . . . . . . . . . . . . . . 49
Compression Ratio. . . . . . . . . . . . . . . . . . . 23
Baffles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 Compression Rings. . . . . . . . . . . . . . . . . . . 26
Bernoulli’s Theorem. . . . . . . . . . . . . . . . . . . 5 Compression Stroke. . . . . . . . . . . . . . . . . . 17
Beta. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168 Compressor Bleeds. . . . . . . . . . . . . . . . . . 232
Beta (Ground) Range. . . . . . . . . . . . . . . . 168 Compressor Surge Envelope. . . . . . . . . . 234
Beta Range Operation. . . . . . . . . . . . . . . 180 Connecting Rods . . . . . . . . . . . . . . . . . . . . 25
Big End. . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Constant Speed Propeller . . . . . . . . . . . . 171
Blade ‘Butt’. . . . . . . . . . . . . . . . . . . . . . . . 163 Constant Speed Unit. . . . . . . . . . . . . . . . 172
Index
Blade Geometry. . . . . . . . . . . . . . . . . . . . 163 Constant Volume. . . . . . . . . . . . . . . . . . . . 16

Blade ‘Shank’. . . . . . . . . . . . . . . . . . . . . . 163 Contact Breaker Points . . . . . . . . . . . . . . . 67
29
Blade Terminology. . . . . . . . . . . . . . . . . . 164 Contamination. . . . . . . . . . . . . . . . . . . . . 237

Blade Twist. . . . . . . . . . . . . . . . . . . . . . . . 166 Continuity Equation. . . . . . . . . . . . . . . . . . . 6
Bleed Air and Its Uses . . . . . . . . . . . . . . . 391
448
ID: 9187
Index
29
Convergent-Divergent Nozzle. . . . . . . . . 281 Equivalent Shaft Horsepower (ESHP). . . 313

Cooling Fins . . . . . . . . . . . . . . . . . . . . . . . . 59 Exhaust Cone. . . . . . . . . . . . . . . . . . . . . . 279
Coring. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 Exhaust Gas Temperature Gauge. . . . . . . 95
Cowl Flap . . . . . . . . . . . . . . . . . . . . . . . . . . 58 Exhaust Gas Temperature Limiting. . . . . 377
Crankcase. . . . . . . . . . . . . . . . . . . . . . . . . . 24 Exhaust Stroke. . . . . . . . . . . . . . . . . . . . . . 18
Crank-pin. . . . . . . . . . . . . . . . . . . . . . . . . . . 25 External Door (Bucket) Reversers. . . . . . 328
Crankshaft (Cranked-shaft) . . . . . . . . . . . 25 Externally Driven Superchargers (Turbo-
Crank-throw. . . . . . . . . . . . . . . . . . . . . . . . 14 Chargers) . . . . . . . . . . . . . . . . . . . . . . . . . 138
CSU/PCU Functions . . . . . . . . . . . . . 170, 171
Current. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 F
Cylinder. . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 FADEC. . . . . . . . . . . . . . . . . . . . . . . . . . . . 379
Cylinder Barrel . . . . . . . . . . . . . . . . . . . . . . 27 Fan Blades. . . . . . . . . . . . . . . . . . . . . . . . . 236
Cylinder Head. . . . . . . . . . . . . . . . . . . . . . . 27 Fan Engine Thrust . . . . . . . . . . . . . . . . . . 311
Cylinder Head Temperature Gauge . . . . . 60 FCOC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 375
Feathered. . . . . . . . . . . . . . . . . . . . . . . . . 168
D Feathering and Unfeathering. . . . . . . . . 176
Dead Cut Check. . . . . . . . . . . . . . . . . . . . . 68 Feathering - Double Acting Propeller. . . 179
Density . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Feathering - Single Acting Propeller. . . . 177
Density Altitude. . . . . . . . . . . . . . . . . . . . 135 Firing Interval. . . . . . . . . . . . . . . . . . . . . . . 26
Density Controller . . . . . . . . . . . . . . . . . . 143 Firing Order . . . . . . . . . . . . . . . . . . . . . . . . 26
DERD 2485. . . . . . . . . . . . . . . . . . . . . . . . . 77 First Law. . . . . . . . . . . . . . . . . . . . . . . . . . . 4, 5
Detonation (Knocking). . . . . . . . . . . . . . . 80 Fir Tree Root. . . . . . . . . . . . . . . . . . . . . . . 271
Diesel Engines. . . . . . . . . . . . . . . . . . . . . . . . 8 Fixed Orifice. . . . . . . . . . . . . . . . . . . . . . . 143
Differential Pressure Controller. . . . . . . . 143 Fixed Pitch Propellers. . . . . . . . . . . . . . . . 166
Direct Drive. . . . . . . . . . . . . . . . . . . . . . . . . 31 Flame Rate . . . . . . . . . . . . . . . . . . . . . . . . . 79
Discharge Nozzle. . . . . . . . . . . . . . . . . . . 127 Flame Rate of Kerosene. . . . . . . . . . . . . . 247
Distributor Venting . . . . . . . . . . . . . . . . . . 69 Flight-fine. . . . . . . . . . . . . . . . . . . . . . . . . 168
Divergent & Convergent Ducts. . . . . . . . 205 Flowmeter. . . . . . . . . . . . . . . . . . . . . . . . . 376
Drains Tank. . . . . . . . . . . . . . . . . . . . . . . . 379 Flyweight Cutout Switch. . . . . . . . . . . . . 355
Dry Sump . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Force. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Dual Ignition System . . . . . . . . . . . . . . . . . 67 Four Stroke. . . . . . . . . . . . . . . . . . . . . . . . . . 3
Duct Design . . . . . . . . . . . . . . . . . . . . . . . 205 Free Power Turbine . . . . . . . . . . . . . 208, 268
Duplex System . . . . . . . . . . . . . . . . . . . . . 258 Frequency. . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Duty Cycle. . . . . . . . . . . . . . . . . . . . . . . . . 354 Friction . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Friction Horse Power. . . . . . . . . . . . . . . . . 21
E Frothing . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Effect of Aircraft Speed on SHP . . . . . . . 320 FSII (Fuel System Icing Inhibitor). . . . . . . 368
Effect of Altitude on SHP. . . . . . . . . . . . . 319 Fuel/Air Control Unit. . . . . . . . . . . . . . . . 127
Efficiency. . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Fuel Colour. . . . . . . . . . . . . . . . . . . . . . . . 367
Electrical Generation. . . . . . . . . . . . . . . . . 30 Fuel Control Unit (FCU) or Fuel Flow
Electric Starter Motor . . . . . . . . . . . . . . . 356 Regulator (FFR) . . . . . . . . . . . . . . . . . . . . 377
Electronic Engine Control . . . . . . . . . . . . 379 Fuel Drain System. . . . . . . . . . . . . . . . . . . 251
Energy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . 376
Engine Efficiencies. . . . . . . . . . . . . . . . . . . 22 Fuel Heater. . . . . . . . . . . . . . . . . . . . . . . . 376
Engine Fuel System . . . . . . . . . . . . . . . . . 375 Fuel Icing. . . . . . . . . . . . . . . . . . . . . . . . . . 118
Engine Icing . . . . . . . . . . . . . . . . . . . . . . . 117 Fuel Manifold Valve. . . . . . . . . . . . . . . . . 127
Engine Layouts. . . . . . . . . . . . . . . . . . . . . . 13 Fuel Pressure and Temperature. . . . . . . . 376
Index
Engine Power Checks Reference rpm. . . 147 Fuel Pumps. . . . . . . . . . . . . . . . . . . . . . . . 127

Engine Power Checks Static Boost . . . . . 148 Fuel Spray Nozzles. . . . . . . . . . . . . . . . . . 256
29
Engine Power Output . . . . . . . . . . . . . . . 148 Full Authority Digital Engine Control (FADEC).
Epicyclic Reduction Gear. . . . . . . . . . . . . 183 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 380
449
Order: 9812
29 Index
Full Throttle Height . . . . . . . . . . . . . . . . . 145 Induction Stroke. . . . . . . . . . . . . . . . . . . . . 17

Fungal Growth. . . . . . . . . . . . . . . . . . . . . 368 Ineffective Crank Angle. . . . . . . . . . . . . . . 18
Inertia Law. . . . . . . . . . . . . . . . . . . . . . . . . . 4
G In-flight Starting. . . . . . . . . . . . . . . . . . . . 358
Galvanometer. . . . . . . . . . . . . . . . . . . . . . . 60 Injector. . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Gas Laws in the Gas Turbine Engine. . . . 203 In-line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Gasoline Vapour. . . . . . . . . . . . . . . . . . . . . 78 Internally Driven Superchargers . . . . . . . 144
Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Intershaft Hydraulic Seal. . . . . . . . . . . . . 396
Gills. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 Interstage Seal. . . . . . . . . . . . . . . . . . . . . 396
Glycol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 Iso-octane. . . . . . . . . . . . . . . . . . . . . . . . . . 83
Gross Thrust Calculation (Fg) . . . . . . . . . 310
Gross Thrust (Fg) . . . . . . . . . . . . . . . . . . . 310
J
Ground Boosted Supercharger. . . . . . . . 136 JET A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 367
Grounding Wire. . . . . . . . . . . . . . . . . . . . . 68 JET A1 (AVTUR). . . . . . . . . . . . . . . . . . . . 367
Gudgeon Pin. . . . . . . . . . . . . . . . . . . . . . . . 26 JET B (AVTAG)(Aviation turbine gasoline). . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 367
H Jet Fuel Additives. . . . . . . . . . . . . . . . . . . 368
Half Crankshaft Speed. . . . . . . . . . . . . . . . 28 Jet Pipe. . . . . . . . . . . . . . . . . . . . . . . . . . . 279
Header Tank. . . . . . . . . . . . . . . . . . . . . . . . 58
High-bypass Ratio (Turbofan) Engine. . . 210
K
High Energy Ignition Unit. . . . . . . . . . . . 344 Kinetic Energy . . . . . . . . . . . . . . . . . . . . . . 5, 9
High Ratio Bypass Engine Exhaust System. . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283 L
High Tension Booster Coil. . . . . . . . . . . . . 69 Liquid and Air-cooled Systems. . . . . . . . . . 58
High Viscosity. . . . . . . . . . . . . . . . . . . . . . . 49 Liquid Cooling . . . . . . . . . . . . . . . . . . . . 27, 58
HITEC (Lubricity Agent). . . . . . . . . . . . . . 368 Low Bypass Ratio Engine. . . . . . . . . . . . . 209
Horizontally Opposed . . . . . . . . . . . . . . . . 14 Low Pressure Boiling . . . . . . . . . . . . . . . . . 78
Horsepower . . . . . . . . . . . . . . . . . . . . . . . . . 4 Low Pressure Pump (LP pump). . . . . . . . 375
Hot Pot. . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Low Ratio Bypass Engine Exhaust System. 282
Hot Start. . . . . . . . . . . . . . . . . . . . . . . . . . 358 Low Tension Booster Coil. . . . . . . . . . . . . . 69
HP Fuel Cock (HP Fuel Shut Off Valve). . 378 Low Viscosity . . . . . . . . . . . . . . . . . . . . . . . 48
Hung Start . . . . . . . . . . . . . . . . . . . . . . . . 359 Lubricant. . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Hydraulicing. . . . . . . . . . . . . . . . . . . . . . . . 50 Lubrication Monitoring Instruments . . . . 47
Hydraulic Medium. . . . . . . . . . . . . . . . . . . 43 Lubrication System. . . . . . . . . . . . . . . . . . . 43
Hydraulics. . . . . . . . . . . . . . . . . . . . . . . . . . 30
Hydraulic Tappets. . . . . . . . . . . . . . . . . . . . 29 M
Magneto Checks. . . . . . . . . . . . . . . . . . . . . 68
I
Magneto rpm Drop Check. . . . . . . . . . . . . 69
IEOH (internal engine overheat). . . . . . . 397 Magnetos. . . . . . . . . . . . . . . . . . . . . . . . . . 67
Igniter Plugs. . . . . . . . . . . . . . . . . . . . . . . 345 Manifold Absolute Pressure (MAP) . . . . 137
Ignition Switch. . . . . . . . . . . . . . . . . . . . . . 68 Manifold Pressure . . . . . . . . . . . . . . . 20, 137
Impact Ice. . . . . . . . . . . . . . . . . . . . . . . . . 118 Manifold Pressure Gauge . . . . . . . . . . . . . 20
Impulse Coupling. . . . . . . . . . . . . . . . . . . . 69 MAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Impulse-reaction Blade . . . . . . . . . . . . . . 269 Mass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Indicated Horsepower (IHP). . . . . . . . . . . 21 Mechanical Efficiency. . . . . . . . . . . . . . . . . 22
Indicated Mean Effective Pressure (IMEP). 20 Mixture Control. . . . . . . . . . . . . . . . . . . . 108
Indicating Medium. . . . . . . . . . . . . . . . . . . 43
Index
Modular Construction. . . . . . . . . . . . . . . 212

Indication and Safety Systems. . . . . . . . . 328 MOGAS. . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Indicator Diagram . . . . . . . . . . . . . . . . . . . 19 Moment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
29
Indirect Fuel Injection . . . . . . . . . . . . . . . 125 Momentum Law. . . . . . . . . . . . . . . . . . . . . . 5

Induction Manifold . . . . . . . . . . . . . . . . . . 30 Momentum Thrust. . . . . . . . . . . . . . . . . . 310
450
ID: 9187
Index
29
Multi-grade Oils. . . . . . . . . . . . . . . . . . . . . 49 Pressure (Choked Nozzle) Thrust . . . . . . 312

Multiple Combustion Chamber. . . . . . . . 250 Pressure Filter. . . . . . . . . . . . . . . . . . . . . . . 46
Multi-spool Compressors. . . . . . . . . . . . . 233 Pressure Losses. . . . . . . . . . . . . . . . . . . . . 254
Multi-spool Engines. . . . . . . . . . . . . . . . . 268 Pressure Lubrication. . . . . . . . . . . . . . . . . . 43
Pressure Pump . . . . . . . . . . . . . . . . . . . . . . 46
N Pressure Relief Valve . . . . . . . . . . . . . . . . . 46
Net Thrust Calculation (Fn). . . . . . . . . . . 311 Pressure Scavenging. . . . . . . . . . . . . . . . . . 18
Newton’s Laws of Motion. . . . . . . . . . . . . . 4 Pressurizing and Dump Valve. . . . . . . . . 378
Noise Suppression . . . . . . . . . . . . . . . . . . 284 Primary Air. . . . . . . . . . . . . . . . . . . . . . . . 248
Normal Heptane . . . . . . . . . . . . . . . . . . . . 83 Primary Coil. . . . . . . . . . . . . . . . . . . . . . . . . 67
Normally Aspirated . . . . . . . . . . . . . . . . . . 23 Priming. . . . . . . . . . . . . . . . . . . . . . . . . . . 110
Normal Temperature and Pressure (NTP). 135 Principles of the Gas Turbine Engine . . . 200
Nozzle Guide Vane Cooling. . . . . . . . . . . 394 Propeller. . . . . . . . . . . . . . . . . . . . . . . 25, 163
Propeller Control Unit - PCU . . . . . . . . . . 175
O Propeller Efficiency. . . . . . . . . . . . . . . . . . 167
Octane Rating . . . . . . . . . . . . . . . . . . . . . . 83 Propulsive Efficiency. . . . . . . . . . . . . . . . . 211
Oil Control Rings . . . . . . . . . . . . . . . . . . . . 27 Pure Straight Turbojet Engine. . . . . . . . . 206
Oil Cooler . . . . . . . . . . . . . . . . . . . 44, 47, 298 PV Diagram. . . . . . . . . . . . . . . . . . . . . . . . . 19
Oil Filters. . . . . . . . . . . . . . . . . . . . . . . . . . . 44
R
Oil Pressure. . . . . . . . . . . . . . . . . . . . . . . . . 44
Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Radial Engine. . . . . . . . . . . . . . . . . . . . . . . 13
Oil Tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Radiator . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
On Speed Condition. . . . . . . . . . . . . . . . . 172 Ram Air Turbines . . . . . . . . . . . . . . . . . . . 354
Operational Considerations. . . . . . . . . . . 220 Ram Effect . . . . . . . . . . . . . . . . . . . . . . . . 219
Over Boost . . . . . . . . . . . . . . . . . . . . . . . . 140 Ram Pressure Recovery . . . . . . . . . . . . . . 219
Over Boost Relief Valve. . . . . . . . . . . . . . 140 Ram Recovery. . . . . . . . . . . . . . . . . . . . . . 318
Over-oiling . . . . . . . . . . . . . . . . . . . . . . . . . 46 Rated Altitude . . . . . . . . . . . . . . . . . . . . . 145
Overspeed Condition. . . . . . . . . . . . . . . . 173 Rated Boost . . . . . . . . . . . . . . . . . . . . . . . 145
Rated Power. . . . . . . . . . . . . . . . . . . . . . . 145
P Rated rpm. . . . . . . . . . . . . . . . . . . . . . . . . 145
Parallel Spur Gear. . . . . . . . . . . . . . . . . . . 182 Reaction Law. . . . . . . . . . . . . . . . . . . . . . . . 5
Performance Numbers. . . . . . . . . . . . . . . . 84 Reduction Gearbox . . . . . . . . . . . . . . . . . . 31
Permanent Magnet Generator (PMG). . . 67 Reduction Gearing. . . . . . . . . . . . . . . . . . 182
Pitch Lock Solenoid - Ground Fine. . . . . . 176 Reduction Gear Types . . . . . . . . . . . . . . . 182
Pitch, or Blade Angle. . . . . . . . . . . . . . . . 165 Refrigeration Ice. . . . . . . . . . . . . . . . . . . . 118
Plain Bearings. . . . . . . . . . . . . . . . . . . . . . . 25 Relight Envelope . . . . . . . . . . . . . . . . . . . 255
Planetary Gears . . . . . . . . . . . . . . . . . . . . . 31 Relighting. . . . . . . . . . . . . . . . . . . . . . . . . 255
Pneumatic Systems. . . . . . . . . . . . . . . . . . . 30 Resistance. . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Popping Back. . . . . . . . . . . . . . . . . . . . . 29, 93 Reverse. . . . . . . . . . . . . . . . . . . . . . . . . . . 168
Potential Difference. . . . . . . . . . . . . . . . . . . 9 Reverse Pitch. . . . . . . . . . . . . . . . . . . . . . . 176
Potential Energy. . . . . . . . . . . . . . . . . . . . 5, 9 Reverse Thrust . . . . . . . . . . . . . . . . . . . . . 327
Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Reverse Thrust lever. . . . . . . . . . . . . . . . . 329
Power Enrichment. . . . . . . . . . . . . . . . . . 109 Reverse Thrust Warning Lights. . . . . . . . 328
Power Limiter. . . . . . . . . . . . . . . . . . . . . . 378 Rings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Power Stroke . . . . . . . . . . . . . . . . . . . . . . . 18 Rocker Arms. . . . . . . . . . . . . . . . . . . . . . . . 28
Power to Weight Ratio . . . . . . . . . . . . . . . 22 Rocker Pad . . . . . . . . . . . . . . . . . . . . . . . . . 28
Practical Mixture Ratio . . . . . . . . . . . . . . . 93 Rotor Blades. . . . . . . . . . . . . . . . . . . 228, 235
Index
Practical Otto Cycle . . . . . . . . . . . . . . . . . . 17 rpm Limiter. . . . . . . . . . . . . . . . . . . . . . . . 378

Pre-ignition. . . . . . . . . . . . . . . . . . . . . . . . . 84 Rundown Time. . . . . . . . . . . . . . . . . . . . . 359
29
Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Pressure Balance Duct. . . . . . . . . . . . . . . 105
451
Order: 9812
29 Index
S The Propeller Pitch Control Lever (The rpm

Lever) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
Safety Factor. . . . . . . . . . . . . . . . . . . . . . . . 28 Thermal Efficiency. . . . . . . . . . . . . . . . . 22, 84
Saybolt Universal Systems. . . . . . . . . . . . . 48 Thermal Shock. . . . . . . . . . . . . . . . . . . . . . 60
Scavenge Pump . . . . . . . . . . . . . . . . . . . 44, 47 Thermocouple . . . . . . . . . . . . . . . . 60, 95, 272
Scraper Rings . . . . . . . . . . . . . . . . . . . . . . . 27 Thermodynamics. . . . . . . . . . . . . . . . . . . . . 5
Secondary Air. . . . . . . . . . . . . . . . . . . . . . 248 Thermostat. . . . . . . . . . . . . . . . . . . . . . . . . 58
Secondary Coil . . . . . . . . . . . . . . . . . . . . . . 67 The Throttle Lever (The Power Lever) . . 145
Second Law . . . . . . . . . . . . . . . . . . . . . . . . 4, 5 Third Law. . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Self-sustaining Speed. . . . . . . . . . . . . . . . 357 Thrust. . . . . . . . . . . . . . . . . . . . . . . . . . . . 309
Semi-synthetic Oils. . . . . . . . . . . . . . . . . . . 49 Thrust ‘Face’. . . . . . . . . . . . . . . . . . . . . . . 163
Shrouded Stator Vanes . . . . . . . . . . . . . . 236 Thrust Formula. . . . . . . . . . . . . . . . . . . . . 309
Single Acting Propeller. . . . . . . . . . . . . . . 169 Thrust Indications. . . . . . . . . . . . . . . . . . . 312
Small End . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Thrust Ratings . . . . . . . . . . . . . . . . . . . . . 313
Society of Automotive Engineers (SAE). . 48 Thrust to Weight Ratio . . . . . . . . . . . . . . 313
Sparking Plugs . . . . . . . . . . . . . . . . . . . . . . 28 Thrust with Aircraft Speed . . . . . . . . . . . 317
Specific Fuel Consumption (SFC). . . . 22, 313 Thrust with Altitude. . . . . . . . . . . . . . . . . 314
Sprag Clutch Ratchet. . . . . . . . . . . . . . . . 355 Thrust with rpm. . . . . . . . . . . . . . . . . . . . 313
Spur Gear. . . . . . . . . . . . . . . . . . . . . . . . . . 31 Thrust with Temperature. . . . . . . . . . . . . 316
Spur Gear Pump. . . . . . . . . . . . . . . . . . . . . 46 Top Dead Centre (TDC). . . . . . . . . . . . . . . 14
Stability. . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 Torque Meter. . . . . . . . . . . . . . . . . . 183, 312
Stall. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230 Total Volume . . . . . . . . . . . . . . . . . . . . . . . 23
Start Cycle. . . . . . . . . . . . . . . . . . . . . . . . . 356 Triple Bank. . . . . . . . . . . . . . . . . . . . . . . . . 14
Starter Motor. . . . . . . . . . . . . . . . . . . . . . . 30 Tubo-annular Combustion Chamber System.
Stator Blades. . . . . . . . . . . . . . . . . . . . . . . 228 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 252
Stator Vanes. . . . . . . . . . . . . . . . . . . . . . . 235 Turbine Assembly. . . . . . . . . . . . . . . . . . . 265
Step-up Transformer . . . . . . . . . . . . . . . . . 67 Turbine Blade Fixing. . . . . . . . . . . . . . . . . 271
Straight Oil. . . . . . . . . . . . . . . . . . . . . . . . . 49 Turbine Blade Materials. . . . . . . . . . . . . . 265
Stresses in the Turbine. . . . . . . . . . . . . . . 265 Turbine Disc Cooling . . . . . . . . . . . . . . . . 394
Stroke. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Turbine Stage. . . . . . . . . . . . . . . . . . . . . . 266
Suction Filter. . . . . . . . . . . . . . . . . . . . . . . . 45 Turbocharger . . . . . . . . . . . . . . . . . . . . . . 138
Sulphur Content. . . . . . . . . . . . . . . . . . . . . 78 Turbo-lag. . . . . . . . . . . . . . . . . . . . . . . . . . 148
Sump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Turboprop Engine . . . . . . . . . . . . . . . . . . 207
Supercharger Controls. . . . . . . . . . . . . . . 144 Turboshaft Engine. . . . . . . . . . . . . . . . . . 208
Supercharger Drives. . . . . . . . . . . . . . . . . 144
Supercharging . . . . . . . . . . . . . . . . . . . . . . 23 U
Supervisory EEC . . . . . . . . . . . . . . . . . . . . 379 Underspeed Condition. . . . . . . . . . . . . . . 174
Surge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230 Unfeathering - Double Acting Propeller. 179
Swept Volume . . . . . . . . . . . . . . . . . . . . . . 23 Unfeathering - Single Acting Propeller. . 177
Synchronising. . . . . . . . . . . . . . . . . . . . . . 180 ‘U’ Tube Principle. . . . . . . . . . . . . . . . . . . 104
Synchrophasing . . . . . . . . . . . . . . . . . . . . 182
V
T
Valve Bounce . . . . . . . . . . . . . . . . . . . . . . . 28
Temperature Increase Allowed. . . . . . . . 247 Valve Guide. . . . . . . . . . . . . . . . . . . . . . . . . 28
Temperature Increase Required . . . . . . . 247 Valve Lag . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Temperature Limit of the Engine . . . . . . 203 Valve Lead . . . . . . . . . . . . . . . . . . . . . . . . . 18
Temperature Measurement. . . . . . . . . . . 272 Valve Lift Solenoid and Piston -
Index
Tertiary Air. . . . . . . . . . . . . . . . . . . . . . . . 248 Autofeathering. . . . . . . . . . . . . . . . . . . . . 176

Tetra Ethyl-lead . . . . . . . . . . . . . . . . . . . . . 84 Valve (or Tappet) Clearance . . . . . . . . . . . 28
29
The Diffuser . . . . . . . . . . . . . . . . . . . . . . . 106 Valve Overlap. . . . . . . . . . . . . . . . . . . . . . . 18

The High Pressure (HP) Fuel Pump. . . . . 376 Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Theoretical Otto Cycle. . . . . . . . . . . . . . 14, 16
452
ID: 9187
Index
29
Valve Seat. . . . . . . . . . . . . . . . . . . . . . . . . . 28
Valve Springs . . . . . . . . . . . . . . . . . . . . . . . 28
Valve Tip. . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Vaporizing Tube System. . . . . . . . . . . . . . 259
Vapour locks. . . . . . . . . . . . . . . . . . . . . . . . 84
Variable Ignition Timing . . . . . . . . . . . . . . 79
Variable Inlet Guide Vanes . . . . . . . . . . . 231
Variable Pitch (Constant Speed) Propellers . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
Variable Stator Vanes. . . . . . . . . . . . . . . . 232
Velocity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
V Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Venturi Principle. . . . . . . . . . . . . . . . . . . . 104
Venturi Tube. . . . . . . . . . . . . . . . . . . . . . . . . 6
Viscosity . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Viscosity Index. . . . . . . . . . . . . . . . . . . . . . 48
Volatility. . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Voltage. . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Volume. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Volumetric Efficiency. . . . . . . . . . . . . . . . . 22
W
Wastegate. . . . . . . . . . . . . . . . . . . . . . . . . 138
Wastegate Position . . . . . . . . . . . . . . . . . 140
Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Water Drains. . . . . . . . . . . . . . . . . . . . . . . 368
Watt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Waxing. . . . . . . . . . . . . . . . . . . . . . . . . . . 369
Wear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Wet Start . . . . . . . . . . . . . . . . . . . . . . . . . 359
Wet Sump. . . . . . . . . . . . . . . . . . . . . . . . . . 43
White Smoke . . . . . . . . . . . . . . . . . . . . . . . 95
Work. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Work Done. . . . . . . . . . . . . . . . . . . . . . . . . . 9
Working Cycle of the Gas Turbine Engine . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Index
29
453
Order: 9812
29 Index
Index
29
454

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POWERPLANT

ATPL GROUND TRAINING SERIES

© CAE Oxford Aviation Academy (UK) Limited 2015

All Rights Reserved

Printed in the Czech Republic by Viatech Ltd

1 010 Air Law

2 020 Aircraft General Knowledge 1 Airframes & Systems

Fuselage, Wings & Stabilising Surfaces

3 020 Aircraft General Knowledge 2 Electrics – Electronics

4 020 Aircraft General Knowledge 3 Powerplant

5 020 Aircraft General Knowledge 4 Instrumentation

6 030 Flight Performance & Planning 1 Mass & Balance

7 030 Flight Performance & Planning 2 Flight Planning & Monitoring

8 040 Human Performance & Limitations

10 060 Navigation 1 General Navigation

11 060 Navigation 2 Radio Navigation

12 070 Operational Procedures

13 080 Principles of Flight

14 090 Communications VFR Communications

1 Piston Engines - Introduction

Piston Engines - Introduction

1 Piston Engines - Introduction

Force is produced when a mass is accelerated. Force = Mass × Acceleration (F = m × a) e.g. A

Piston Engines - Introduction

Piston Engines - Introduction

1 Piston Engines - Introduction

Constant Mass Flow (The Continuity Equation)

Figure 1.2 A Venturi

Piston Engines - Introduction

The Gas Laws

This may be shown as:

The Application of the Combined Gas Law

1 Piston Engines - Introduction

Piston Engines - Introduction

Terms and Formulae

1 Potential Difference V Volts, V V = IR

2 Current I Amperes, A I = V/R

3 Resistance R Ohms, Ω R = V/I

7 Density ρ kg/m3 or lb/ft3 ρ = m/V

9 Velocity v metres/sec ft/sec v = d/t

10 Acceleration a m/sec2 or ft/sec2 a = F/m

12 Area A m2 or in2 A = F/P

14 Frequency Hertz, Hz cycles/sec

15 Work Done Joules, J or ft lb Wd = F × d

16 Potential Energy PE Joules, J PE = m × g × h

17 Kinetic Energy Joules, J KE =1/2mv2

Useful work output

1 Piston Engines - Introduction

2 Piston Engines - General

Piston Engines - General

Piston Engines - General

2 Piston Engines - General

The Theoretical Otto Cycle

Piston Engines - General

Figure 2.3 The four strokes of the Otto Cycle

2 Piston Engines - General

The Operation of the Theoretical Otto Cycle

In the theoretical Otto cycle there are Five Events:

Piston Engines - General

2. The number of revolutions of the crankshaft required to complete a full cycle in a