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2feea07de5e56583_para_00007 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | that delivers oil under the proper pressure to lubricate and cool all of the operating parts of the engine when it is running. Also, it must have a system of damping units to damp out the vibrations of the engine when it is operating. | 2 | 44 | 234 | |
2feea07de5e56583_para_00730 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | In any formula involving work, the time factor must be considered. It is convenient to have all time factors in equivalent units (i.e., seconds, minutes, or hours). In calculating jet thrust, the term “pounds of air per second” is convenient, since the second is the same unit of time used for the force of gravity. | 57 | 55 | 315 | |
2feea07de5e56583_para_00772 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | 32.2 ft/sec2 | 6 | Since the temperature lapse rate is lower than the pressure lapse rate as altitude is increased, the density is decreased. Although the decreased temperature increases thrust, the effect of decreased density more than offsets the effect of the colder temperature. The net result of increased altitude is a reduction in the thrust output. | 59 | 53 | 337 | |
2feea07de5e56583_para_00559 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | • High starting power requirements (partially overcome by split compressors). | 43 | 10 | 77 | |
2feea07de5e56583_para_00686 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | • Are relatively inexpensive, | 53 | 4 | 29 | |
2feea07de5e56583_para_00717 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Figure 1-79. Turboshaft engine. | 56 | 4 | 31 | |
2feea07de5e56583_para_00583 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | The liners of the can-type combustors have perforations of various sizes and shapes, each hole having a specific purpose and effect on flame propagation within the liner. [Figure 1-52] The air entering the combustion chamber is divided by the proper holes, louvers, and slots into two main streams—primary and secondary air. The primary or combustion air is directed inside the liner at the front end, where it mixes with the fuel and is burned. Secondary or cooling air passes between the outer casing and the liner and joins the combustion gases through larger holes toward the rear of the liner, cooling the combustion gases from about 3,500 °F to near 1,500 °F. To aid in atomization of the fuel, holes are provided around the fuel nozzle in the dome or inlet end of the can-type combustor liner. Louvers are also provided along the axial length of the liners to direct a cooling layer of air along the inside wall of the liner. This layer of air also tends to control the flame pattern by keeping it centered in the liner, thereby preventing burning of the liner walls. Figure 1-55 illustrates the annular combustion chamber liner. | 44 | 195 | 1,136 | |
2feea07de5e56583_para_00705 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Figure 1-77. Carbon oil seal. | 55 | 5 | 29 | |
2feea07de5e56583_para_00218 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | 2. A tappet roller, which follows the contour of the cam ring and lobes; | 20 | 14 | 72 | |
2feea07de5e56583_para_00435 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Mechanical efficiency = bhp | 35 | 4 | 27 | |
2feea07de5e56583_para_00121 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Flat head Recessed head Concave head Dome head | 12 | 8 | 46 | |
2feea07de5e56583_para_00249 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | The increased brake horsepower delivered by a high horsepower engine results partly from increased crankshaft rpm. It is therefore necessary to provide reduction gears to limit the propeller rotation speed to a value at which efficient operation is obtained. Whenever the speed of the blade tips approaches the speed of sound, the efficiency of the propeller decreases rapidly. Reduction gearing for engines allows the engine to operate at a higher rpm, developing more power while slowing down the propeller rpm. This prevents the propeller efficiency from decreasing. Since reduction gearing must withstand extremely high stresses, the gears are machined from steel forgings. Many types of reduction gearing systems | 23 | 108 | 717 | |
2feea07de5e56583_para_00303 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Work is measured by several standards. The most common unit is called foot-pound (ft-lb). If a one-pound mass is raised one foot, one ft-lb of work has been performed. The greater the mass is and/or the greater the distance is, the greater the work performed. | 28 | 45 | 259 | |
2feea07de5e56583_para_00143 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Forged steel barrel | 14 | 3 | 19 | |
2feea07de5e56583_para_00722 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | The mass of air is accelerated within the engine by the use of a continuous-flow cycle. Ambient air enters the inlet diffuser where it is subjected to changes in temperature, pressure, and velocity due to ram effect. The compressor then increases pressure and temperature of the air mechanically. The air continues at constant pressure to the burner section where its temperature is increased by combustion of fuel. The energy is taken from the hot gas by expanding through a turbine which drives the compressor, and by expanding through an exhaust nozzle designed to discharge the exhaust gas at high velocity to produce thrust. | 56 | 103 | 629 | |
2feea07de5e56583_para_00245 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Roller Bearings Roller bearings are made in many types and shapes, but the two types generally used in the aircraft engine are the straight roller and the tapered roller bearings. Straight roller bearings are used where the bearing is subjected to radial loads only. In tapered roller bearings, the inner- and outer-race bearing surfaces are cone-shaped. Such bearings withstand both radial and thrust loads. Straight roller bearings are used in high power reciprocating aircraft engines for the crankshaft main bearings. They are also used in gas turbine applications where radial loads are high. Generally, a rotating shaft in a gas turbine engine is supported by a deep-groove ball bearing | 22 | 109 | 692 | |
2feea07de5e56583_para_00650 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | A turbine stage consists of a row of stationary vanes or nozzles, followed by a row of rotating blades. In some models of turboprop engine, as many as five turbine stages have been utilized successfully. It should be remembered that, regardless of the number of wheels necessary for driving engine components, there is always a turbine nozzle preceding each wheel. | 50 | 60 | 364 | |
2feea07de5e56583_para_00129 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | As many as six grooves may be machined around the piston to accommodate the compression rings and oil rings. [Figure 1-15] The compression rings are installed in the three uppermost grooves; the oil control rings are installed immediately above the piston pin. The piston is usually drilled at the oil control ring grooves to allow surplus oil scraped from the cylinder walls by the oil control rings to pass back into the crankcase. An oil scraper ring is installed at the base of the piston wall or skirt to prevent excessive oil consumption. The portions of the piston walls that lie between | 12 | 102 | 594 | |
2feea07de5e56583_para_00155 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | The cylinder used in the air cooled engine is the overhead valve type. [Figure 1-17] Each cylinder is an assembly of two major parts: cylinder head and cylinder barrel. At assembly, the cylinder head is expanded by heating and then screwed down on the cylinder barrel, which has been chilled. When the head cools and contracts and the barrel warms up and expands, a gastight joint results. The majority of the cylinders used are constructed in this manner using an aluminum head and a steel barrel. [Figure 1-18] | 14 | 88 | 512 | |
2feea07de5e56583_para_00186 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Push rod tube | 18 | 3 | 13 | |
2feea07de5e56583_para_00545 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | • Low weight, and | 43 | 4 | 17 | |
2feea07de5e56583_para_00061 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | The machined surfaces on which the cylinders are mounted are called cylinder pads. They are provided with a suitable means of retaining or fastening the cylinders to the crankcase. The general practice in securing the cylinder flange to the pad is to mount studs in threaded holes in the crankcase. The inner portion of the cylinder pads are sometimes chamfered or tapered to permit the installation of a large rubber O-ring around the cylinder skirt, which effectively seals the joint between the cylinder and the crankcase pads against oil leakage. | 6 | 90 | 550 | |
2feea07de5e56583_para_00233 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Push Rod The push rod, tubular in form, transmits the lifting force from the valve tappet to the rocker arm. A hardened-steel ball is pressed over or into each end of the tube. One ball end fits into the socket of the rocker arm. In some instances, the balls are on the tappet and rocker arm, and the sockets are on the push rod. The tubular form is employed because of its lightness and strength. It permits the engine lubricating oil under pressure to pass through the hollow rod and the drilled ball ends to lubricate the ball ends, rocker-arm bearing, and valve-stem guide. The push rod is enclosed in a tubular housing that extends from the crankcase to the cylinder head, referred to | 21 | 124 | 689 | |
2feea07de5e56583_para_00475 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | 1. The compressor speed (rpm). | 37 | 5 | 30 | |
2feea07de5e56583_para_00455 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | 2. Compressor section, | 36 | 3 | 22 | |
2feea07de5e56583_para_00551 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | • High peak efficiencies; | 43 | 4 | 25 | |
2feea07de5e56583_para_00605 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Figure 1-60. Turbine inlet guide vanes. | 46 | 6 | 39 | |
2feea07de5e56583_para_00225 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Ball check valve | 21 | 3 | 16 | |
2feea07de5e56583_para_00372 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Torque is a measure of load and is properly expressed in pound-inches (lb-in) or pound-feet (lb-ft). Torque should not be confused with work, which is expressed in inch-pounds (in-lb) or foot-pounds (ft-lb). | 31 | 32 | 207 | |
2feea07de5e56583_para_00246 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Figure 1-33. Bearings. | 23 | 3 | 22 | |
2feea07de5e56583_para_00420 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Example An engine delivers 85 bhp for a period of 1 hour and during that time consumes 50 pounds of fuel. Assuming the fuel has | 34 | 25 | 127 | |
2feea07de5e56583_para_00582 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | are caused by the residue left when the fuel evaporates. Probably most important is the danger of afterfire if the fuel is allowed to accumulate after shutdown. If the fuel is not drained, a great possibility exists that, at the next starting attempt, the excess fuel in the combustion chamber will ignite and exhaust gas temperature will exceed safe operating limits. | 44 | 61 | 368 | |
2feea07de5e56583_para_00157 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Figure 1-18. The aluminum head and steel barrel of a cylinder. | 15 | 11 | 62 | |
2feea07de5e56583_para_00239 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Rotating shaft Radial loads only | 22 | 5 | 32 | |
2feea07de5e56583_para_00021 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Durability is the amount of engine life obtained while maintaining the desired reliability. The fact that an engine has successfully completed its type or proof test indicates that it can be operated in a normal manner over a long period before requiring overhaul. However, no definite time interval between overhauls is specified or implied in the engine | 2 | 57 | 355 | |
2feea07de5e56583_para_00424 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | 25–30% is converted into useful power | 35 | 6 | 37 | |
2feea07de5e56583_para_00194 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | The valve lift (distance that the valve is lifted off its seat) and the valve duration (length of time the valve is held open) are both determined by the shape of the cam lobes. Typical cam lobes are illustrated in Figure 1-23. The portion of the lobe that gently starts the valve operating mechanism moving is called a ramp, or step. The ramp is machined on each side of | 18 | 69 | 371 | |
2feea07de5e56583_para_00448 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | • Improper valve timing. | 36 | 4 | 24 | |
2feea07de5e56583_para_00237 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Straight roller bearing Deep-groove ball bearing controls both radial and thrust loads | 22 | 12 | 86 | |
2feea07de5e56583_para_00613 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Figure 1-61. Turbine disc. | 47 | 4 | 26 | |
2feea07de5e56583_para_00251 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | The spur planetary reduction gearing consists of a large driving gear or sun gear splined (and sometimes shrunk) to the crankshaft, a large stationary gear, called a bell gear, and a set of small spur planetary pinion gears mounted on a carrier ring. The ring is fastened to the propeller shaft and the planetary gears mesh with both the sun gear and the stationary bell or ring gear. The stationary gear is bolted or splined to the front section housing. When the engine is operating, the sun gear rotates. Because the planetary gears are meshed with this ring, they also must rotate. Since they also mesh with the stationary gear, they walk or roll around it as they rotate, and the ring in which they are mounted rotates the propeller shaft in the same direction as the crankshaft but at a reduced speed. | 23 | 143 | 807 | |
2feea07de5e56583_para_00609 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Turbine Section The turbine transforms a portion of the kinetic (velocity) energy of the exhaust gases into mechanical energy to drive the gas generator compressor and accessories. The sole purpose of the gas generator turbine is to absorb approximately 60 to 70 percent of the total pressure energy from the exhaust gases. The exact amount of energy absorption at the turbine is determined by the load the turbine is driving (i.e., compressor size and type, number of accessories, and the load applied by the other turbine stages). These turbine stages can be used to drive a low-pressure compressor (fan), propeller, and shaft. The turbine section of a gas turbine engine is located aft, or downstream, of the combustion chamber. Specifically, it is directly behind the combustion chamber outlet. | 46 | 128 | 798 | |
2feea07de5e56583_para_00472 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | With regard to aircraft, the turboshaft engine is a gas turbine engine made to transfer horsepower to a shaft that turns a helicopter transmission or is an onboard auxiliary power unit (APU). An APU is used on turbine-powered aircraft to provide electrical power and bleed air on the ground and a backup generator in flight. Turboshaft engines can come in many different styles, shapes, and horsepower ranges. Air Entrance | 37 | 69 | 422 | |
2feea07de5e56583_para_00611 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | The turbine inlet nozzle vanes are located directly aft of the combustion chambers and immediately forward of the turbine wheel. This is the highest or hottest temperature that comes in contact with metal components in the engine. The turbine inlet temperature must be controlled, or damage will occur to the turbine inlet vanes. | 46 | 53 | 329 | |
2feea07de5e56583_para_00428 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Figure 1-42. Thermal distribution in an engine. | 35 | 7 | 47 | |
2feea07de5e56583_para_00141 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Cast aluminum head | 14 | 3 | 18 | |
2feea07de5e56583_para_00254 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Propeller shafts may be of three major types: tapered, splined, or flanged. Tapered shafts are identified by taper numbers. Splined and flanged shafts are identified by SAE numbers. The propeller shaft of most low power output engines is forged as part of the crankshaft. It is tapered, and a milled slot is provided so that the propeller hub can be keyed to the shaft. The keyway and key index of the propeller are in relation to the No. 1 cylinder top dead center. The end of the shaft is threaded to receive the propeller retaining nut. Tapered propeller shafts are common on older and smaller engines. | 23 | 106 | 605 | |
2feea07de5e56583_para_00335 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | V = A x h = 23.7584 in2 x 5.5 in = 130.6712 cubic inches (in3) | 29 | 16 | 62 | |
2feea07de5e56583_para_00543 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | • Efficiency over wide rotational speed range, | 42 | 7 | 46 | |
2feea07de5e56583_para_00617 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | The reaction-impulse turbine blade combines the action of both the impulse and reaction blades designs. The blade has more of the bucket shape of the impulse blade at the blade root and it also has more of an airfoil shape of the reaction blade on the second half of the blade toward the outer end of the blade. | 47 | 58 | 311 | |
2feea07de5e56583_para_00286 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | The intake valve is opened considerably before the piston | 26 | 9 | 57 | |
2feea07de5e56583_para_00125 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Piston Construction The majority of aircraft engine pistons are machined from aluminum alloy forgings. Grooves are machined in the outside surface of the piston to receive the piston rings, and cooling fins are provided on the inside of the piston for greater heat transfer to the engine oil. | 12 | 48 | 292 | |
2feea07de5e56583_para_00368 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Brake Horsepower The indicated horsepower calculation discussed in the preceding paragraph is the theoretical power of a frictionless engine. The total horsepower lost in overcoming friction must be subtracted from the indicated horsepower to arrive at the actual horsepower delivered to the propeller. The power delivered to the propeller for useful work is known as brake horsepower (bhp). The difference between indicated and brake horsepower is known as friction horsepower, which is the horsepower required to overcome mechanical losses, such as the pumping action of the pistons, the friction of the pistons, and the friction of all other moving parts. | 31 | 100 | 658 | |
2feea07de5e56583_para_00060 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | On some of the larger radial engines, a small chamber is located on the bottom of the nose section to collect the oil. This is called the nose section oil sump. Since the nose section transmits many varied forces to the main crankcase or power section, it must be secured properly to transmit the loads efficiently. | 6 | 56 | 315 | |
2feea07de5e56583_para_00396 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | If the bhp is known, the BMEP can be computed by means of the following equation: | 33 | 16 | 81 | |
2feea07de5e56583_para_00120 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Piston Piston pin boss | 12 | 4 | 22 | |
2feea07de5e56583_para_00400 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Then, substituting in the equation: | 33 | 5 | 35 | |
2feea07de5e56583_para_00578 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Figure 1-53. Inside view of a combustion chamber liner. | 44 | 9 | 55 | |
2feea07de5e56583_para_00533 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Bulb root Fir-tree root | 42 | 4 | 23 | |
2feea07de5e56583_para_00362 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | A = ¼πD2 | 31 | 3 | 8 | |
2feea07de5e56583_para_00659 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Figure 1-70. Multirotor turbine. | 51 | 4 | 32 | |
2feea07de5e56583_para_00563 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | • Provide the means for proper mixing of the fuel and air to assure good combustion, | 43 | 16 | 84 | |
2feea07de5e56583_para_00045 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | An intake valve is needed to let the fuel/air into the cylinder. | 5 | 12 | 64 | |
2feea07de5e56583_para_00136 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Gray cast iron is most often used in making piston rings. In some engines, chrome-plated mild steel piston rings are used in the top compression ring groove because these rings can better withstand the high temperatures present at this point. Chrome rings must be used with steel cylinder walls. Never use chrome rings on chrome cylinders. | 13 | 56 | 339 | |
2feea07de5e56583_para_00662 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | The outer shell or duct is usually made of stainless steel and is attached to the rear flange of the turbine case. This element collects the exhaust gases and delivers them directly to the exhaust nozzle. The duct must be constructed to include such features as a predetermined number of thermocouple bosses for installing exhaust temperature thermocouples, and there must also be insertion holes for the supporting tie rods. In some cases, tie rods are not used for supporting the inner cone. If such is the case, the hollow struts provide the sole support of the inner cone, the struts being spot-welded in position to the inside surface of the duct and to the inner cone, respectively. [Figure 1-73] The radial struts actually have a twofold function. They not only support the inner cone in the | 51 | 136 | 798 | |
2feea07de5e56583_para_00654 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | A multistage turbine is shown in Figure 1-70. In multiple spool engines, each spool has its own set of turbine stages. Each set of turbine stages turns the compressor attached to it. Most turbofan engines have two spools: low pressure (fan shaft a few stages of compression and the turbine to drive it) and high pressure (high pressure compressor shaft and high pressure turbine). [Figure 1-71] | 50 | 66 | 394 | |
2feea07de5e56583_para_00244 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Ball Bearings A ball bearing assembly consists of grooved inner and outer races, one or more sets of balls, in bearings designed for disassembly, and a bearing retainer. They are used for shaft bearings and rocker arm bearings in some reciprocating engines. Special deep-groove ball bearings are used to transmit propeller thrust and radial loads to the engine nose section of radial engines. Since this type of bearing can accept both radial and thrust loads, it is used in gas turbine engines to support one end of a shaft (radial loads) and to keep the shaft from moving axially (thrust loads). | 22 | 101 | 597 | |
2feea07de5e56583_para_00041 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Radial Engines The radial engine consists of a row, or rows, of cylinders arranged radially about a central crankcase. [Figure 1-2] This type of engine has proven to be very rugged and dependable. The number of cylinders which make up a row may be three, | 4 | 45 | 254 | |
2feea07de5e56583_para_00203 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | A four-lobe cam may be used on either a seven-cylinder or nine-cylinder engine. [Figure 1-27] On the seven cylinder, it rotates in the same direction as the crankshaft, and on the nine cylinder, opposite the crankshaft rotation. On the nine- cylinder engine, the spacing between cylinders is 40° and the firing order is 1-3-5-7-9-2-4-6-8. This means that there is a space of 80° between firing impulses. The spacing on the four lobes of the cam ring is 90°, which is greater than the spacing between impulses. Therefore, to obtain proper relation of valve operations and firing order, it is necessary to drive the cam opposite the crankshaft rotation. Using the four-lobe cam on the seven-cylinder engine, the spacing between the firing of the cylinders is greater than the spacing of the cam lobes. Therefore, it is necessary for the cam to rotate in the same direction as the crankshaft. | 19 | 149 | 889 | |
2feea07de5e56583_para_00065 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Accessory case assembly | 7 | 3 | 23 | |
2feea07de5e56583_para_00298 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Diesel Cycle The diesel cycle depends on high compression pressures to provide for the ignition of the air-fuel charge in the cylinder. As air is drawn in the cylinder, it is compressed by a piston and, at maximum pressure, fuel is sprayed in the cylinder. At this point, the high pressure and temperature in the cylinder causes the fuel to burn increasing the internal pressure of the cylinder. This drives the piston down, turning or driving the crankshaft. Water and air cooled engines that can operate on JET A fuel (kerosene) use a version of the diesel cycle. There are many types of diesel cycles in use including two-stroke and four-stroke diesels. | 27 | 112 | 656 | |
2feea07de5e56583_para_00562 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | The primary function of the combustion section is, of course, to burn the air-fuel mixture, thereby adding heat energy to the air. To do this efficiently, the combustion chamber must: | 43 | 30 | 183 | |
2feea07de5e56583_para_00489 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | The compressor section of the gas turbine engine has many functions. Its primary function is to supply air in sufficient quantity to satisfy the requirements of the combustion burners. Specifically, to fulfill its purpose, the compressor must increase the pressure of the mass of air received from | 38 | 47 | 297 | |
2feea07de5e56583_para_00640 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | The blades are retained in their respective grooves by a variety of methods, the more common of which are peening, welding, lock tabs, and riveting. Figure 1-66 shows a typical turbine wheel using rivets for blade retention. | 49 | 37 | 224 | |
2feea07de5e56583_para_00133 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | The piston rings prevent leakage of gas pressure from the combustion chamber and reduce to a minimum the seepage of oil into the combustion chamber. [Figure 1-15] The rings fit into the piston grooves but spring out to press against the cylinder walls; when properly lubricated, the rings form an effective gas seal. | 13 | 53 | 316 | |
2feea07de5e56583_para_00394 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Although BMEP and FMEP have no real existence in the cylinder, they provide a convenient means of representing pressure limits or rating engine performance throughout its entire operating range. There is an operating relationship between IMEP, BMEP, and FMEP. | 33 | 39 | 259 | |
2feea07de5e56583_para_00139 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Oil Control Rings Oil control rings are placed in the grooves immediately below the compression rings and above the piston pin bores. There may be one or more oil control rings per piston; two rings may be installed in the same groove, or they may be installed in separate grooves. Oil control rings regulate the thickness of the oil film on the cylinder wall. If too much oil enters the combustion chamber, it burns and leaves a thick coating of carbon on the combustion chamber walls, the piston head, the spark plugs, and the valve heads. This carbon can cause the valves and piston rings to stick if it enters the ring grooves or valve guides. In addition, the carbon can cause spark plug misfiring as well as detonation, pre-ignition, or excessive oil consumption. To allow the surplus oil to return to the crankcase, holes are drilled in the bottom of the oil control piston ring grooves or in the lands next to these grooves. | 13 | 165 | 932 | |
2feea07de5e56583_para_00122 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Slipper type Trunk type | 12 | 4 | 23 | |
2feea07de5e56583_para_00047 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | The connecting rod forms a link between the piston and the crankshaft. | 5 | 12 | 70 | |
2feea07de5e56583_para_00279 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Start cycle 50° BTC Intake valve opens | 26 | 7 | 38 | |
2feea07de5e56583_para_00185 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Adjusting screw Rocker arm | 18 | 4 | 26 | |
2feea07de5e56583_para_00054 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | If the engine is equipped with a propeller reduction gear, the front or drive end is subjected to additional forces. In addition to the thrust forces developed by the propeller under high power output, there are severe centrifugal and gyroscopic forces applied to the crankcase due to sudden changes in the direction of flight, such as those occurring during maneuvers of the airplane. Gyroscopic forces are particularly severe when a heavy propeller is installed. To absorb centrifugal loads, a large centrifugal bearing is used in the nose section. | 5 | 88 | 550 | |
2feea07de5e56583_para_00779 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | 32.2 ft/sec2 | 6 | Constant altitude, rpm, and airspeed | 60 | 5 | 36 | |
2feea07de5e56583_para_00322 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | r = 2 d | 28 | 4 | 7 | |
2feea07de5e56583_para_00619 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | The turbine inlet nozzle assembly consists of an inner | 47 | 9 | 54 | |
2feea07de5e56583_para_00282 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Figure 1-37. Valve timing chart. | 26 | 5 | 32 | |
2feea07de5e56583_para_00353 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Top center BC Bottom center TC BC | 31 | 7 | 33 | |
2feea07de5e56583_para_00160 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | The cylinder heads of air cooled engines are subjected to extreme temperatures; it is therefore necessary to provide adequate cooling fin area and to use metals that conduct heat rapidly. Cylinder heads of air cooled engines are usually cast or forged. Aluminum alloy is used in the construction for a number of reasons. It is well adapted for casting or for the machining of deep, closely spaced fins, and it is more resistant than most metals to the corrosive attack of tetraethyl lead in gasoline. The greatest improvement in air cooling has resulted from reducing the thickness of the fins and increasing their depth. In this way, the fin area has been increased in modern engines. Cooling fins taper from 0.090" at the base to 0.060" at the tip end. Because of the difference in temperature in the various sections of the cylinder head, it is necessary to provide more cooling-fin area on some sections than on others. The exhaust valve region is the hottest part of the internal surface; therefore, more fin area is provided around the outside of the cylinder in this section. | 15 | 185 | 1,082 | |
2feea07de5e56583_para_00361 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | A is found by using the equation: | 31 | 7 | 33 | |
2feea07de5e56583_para_00510 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Front bearing Center bearing | 40 | 4 | 28 | |
2feea07de5e56583_para_00391 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | the indicated horsepower. | 33 | 3 | 25 | |
2feea07de5e56583_para_00418 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | The thermal efficiency of an engine may be based on either bhp or indicated horsepower (ihp) and is represented by the following formula: | 34 | 23 | 137 | |
2feea07de5e56583_para_00576 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | The can-type combustion chamber is typical of the type used on turboshaft and APUs. [Figure 1-52] Each of the can-type combustion chambers consists of an outer case or housing, within which there is a perforated stainless steel (highly heat resistant) combustion chamber liner or inner liner. [Figure 1-53] The outer case is removed to facilitate liner replacement. | 43 | 57 | 365 | |
2feea07de5e56583_para_00329 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | The compression ratio of an engine is a comparison of the volume of space in a cylinder when the piston is at the bottom of the stroke to the volume of space when the piston is at the top of the stroke. [Figure 1-38] This comparison is expressed as a ratio, hence the term compression ratio. Compression ratio is a controlling factor in the maximum horsepower developed by an engine, but it is limited by present day fuel grades and the high engine speeds and manifold pressures required for takeoff. For example, if there are 140 cubic inches of space in the cylinder when the piston is at the bottom and there are 20 cubic inches of space when the piston is at the top of the stroke, the compression ratio would be 140 to 20. If this ratio is expressed in fraction form, it would be 140/20 or 7 to 1, usually represented as 7:1. | 29 | 156 | 830 | |
2feea07de5e56583_para_00169 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Single-Row Radial Engines On a single-row radial engine, all the odd-numbered cylinders fire in numerical succession; then, the even numbered cylinders fire in numerical succession. On a five-cylinder radial engine, for example, the firing order is 1-3-5-2-4, and on a seven-cylinder radial engine it is 1-3-5-7-2-4-6. The firing order of a nine-cylinder radial engine is 1-3-5-7-9-2-4-6-8. | 16 | 56 | 390 | |
2feea07de5e56583_para_00756 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | 32.2 ft/sec2 | 6 | The Brayton cycle is the name given to the thermodynamic cycle of a gas turbine engine to produce thrust. This is a variable volume constant-pressure cycle of events and is commonly called the constant-pressure cycle. A more recent term is “continuous combustion cycle.” The four continuous and constant events are intake, compression, expansion (includes power), and exhaust. These cycles are discussed as they apply to a gas-turbine engine. In the intake cycle, air enters at ambient pressure and a constant volume. It leaves the intake at an increased pressure and a decrease in volume. At the compressor section, air is received from the intake at an increased pressure, slightly above ambient, and a slight decrease in volume. Air enters the compressor where it is compressed. It leaves the compressor with a large increase in pressure and decrease in volume, created by the mechanical action of the compressor. The next step, expansion, takes place in the combustion chamber by burning fuel, which expands the air by heating it. The pressure remains relatively constant, but a marked increase in volume takes place. The expanding gases move rearward through the turbine assembly and are converted from velocity energy to mechanical energy by the turbine. The exhaust section, which is a convergent duct, converts the expanding volume and decreasing pressure of the gases to a final high velocity. The force created inside the engine to keep this cycle continuous has an equal and opposite reaction (thrust) to move the aircraft forward. | 58 | 247 | 1,542 | |
2feea07de5e56583_para_00144 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | Figure 1-17. Cutaway view of the cylinder assembly. Figure 1-16. An example of an engine cylinder. | 14 | 16 | 98 | |
2feea07de5e56583_para_00764 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | 32.2 ft/sec2 | 6 | Thermal efficiency (in percent) | 59 | 4 | 31 | |
2feea07de5e56583_para_00173 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | The air-fuel mixture enters the cylinders through the intake valve ports, and burned gases are expelled through the exhaust valve ports. The head of each valve opens and closes these cylinder ports. The valves used in aircraft engines are the conventional poppet type. The valves are also typed by their shape and are called either mushroom or tulip because of their resemblance to the shape of these plants. Figure 1-20 illustrates various shapes and types of these valves. | 16 | 78 | 474 | |
2feea07de5e56583_para_00586 | 2feea07de5e56583 | AMT Handbook - Powerplant (FAA-H-8083-32B) | pdf | Chapter 1 | 3 | The spark igniter plugs of the annular combustion chamber are the same basic type used in the can-type combustion chambers, although construction details may vary. There are usually two igniters mounted on the boss provided on each of the chamber housings. The igniters must be long enough to protrude from the housing into the combustion chamber. | 44 | 56 | 347 |
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