AMT-1104-Learning-Module-1-Prelim.pdf

Republic of the Philippines PHILIPPINE STATE COLLEGE OF AERONAUTICS INSTITUTE OF ENGINEERING AND TECHNOLOGY AIRCRAFT MAINTENANCE TECHNOLOGY DEPARTMENT Piccio Garden, Villamor, P...

Republic of the Philippines PHILIPPINE STATE COLLEGE OF AERONAUTICS INSTITUTE OF ENGINEERING AND TECHNOLOGY AIRCRAFT MAINTENANCE TECHNOLOGY DEPARTMENT Piccio Garden, Villamor, Pasay City AMT1104 AIRCRAFT POWERPLANT I (Reciprocating Engine) PRELIM LEARNING MODULE #01 “INTRODUCTION TO AIRCRAFT RECIPROCATING ENGINE, AIRCRAFT ENGINES GENERAL REQUIREMENTS” Prepared by: AMT Faculty AMT1104 Aircraft Powerplant I (Reciprocating Engine) 1|P age  Republic of the Philippines PHILIPPINE STATE COLLEGE OF AERONAUTICS INSTITUTE OF ENGINEERING AND TECHNOLOGY AIRCRAFT MAINTENANCE TECHNOLOGY DEPARTMENT Piccio Garden, Villamor, Pasay City LEARNING OUTCOME Course Learning Module Learning Topic Learning CLO 11. Know the safety rules and practice them. MLO 1. Discuss the brief TLO 1. Discuss the CLO 14. Learn different history of aircraft reciprocating engines and to know who are introduction and brief history terminology used in the contributors of ideas and of aircraft reciprocating aviation industry. developer four-stroke, five engines event cycle. MLO2. Discuss the aircraft TLO 2. Discussion of general general engines requirements. requirements of aircraft engines and safety precautions. TIMEFRAME: The student should complete this module within 6 hours and comply with all the given activities. AMT1104 Aircraft Powerplant I (Reciprocating Engine) 2|P age  Republic of the Philippines PHILIPPINE STATE COLLEGE OF AERONAUTICS INSTITUTE OF ENGINEERING AND TECHNOLOGY AIRCRAFT MAINTENANCE TECHNOLOGY DEPARTMENT Piccio Garden, Villamor, Pasay City TABLE OF CONTENTS CONTENT PAGE NO. Cover Page 1 Learning Outcome 2 Time Frame 2 Table of Contents 3 References 3 A Brief History of Aircraft Reciprocating Engine 4 Leonardo Da Vinci 4 John Barber 6 Étienne Lenoir 6 Nicolaus Otto 7 Aircraft Engines General Requirements 8 Power and Weight 9 Fuel Economy 11 Durability and Reliability 11 Operating Flexibility 12 Compactness 13 Powerplant Selection 13 Activity 14 Rubrics 14 Honesty Clause 14 REFERENCES: Federal Aviation Administration. Aviation Maintenance Technician Handbook-Powerplant, Volume 1 (2018) retrieved from https://www.faa.gov/regulations_policies/handbooks_manuals/aircraft/media/FAA-H-8083- 32-AMT-Powerplant-Vol-1.pdf WEBSITES: www.wikipedia.com https://editions.covecollective.org/content/leonardo-da-vincis-aerial-screw AMT1104 Aircraft Powerplant I (Reciprocating Engine) 3|P age  Republic of the Philippines PHILIPPINE STATE COLLEGE OF AERONAUTICS INSTITUTE OF ENGINEERING AND TECHNOLOGY AIRCRAFT MAINTENANCE TECHNOLOGY DEPARTMENT Piccio Garden, Villamor, Pasay City A BRIEF HISTORY OF AIRCRAFT RECIPROCATING ENGINE The lack of an efficient and practical propulsion system has been a limiting factor in aircraft development throughout history. For example, in 1483 Leonardo Da Vinci conceived a flying machine he called the aerial screw. However, since there were no means of propulsion at that time, the aerial screw was never developed. Leonardo da Vinci Leonardo da Vinci was an Italian polymath of the High Renaissance who is widely considered one of the greatest painters of all time (despite fewer than 25 of his paintings having survived). The Mona Lisa is the most famous of Leonardo's works and the most famous portrait ever made. The Last Supper is the most reproduced religious painting of all time and his Vitruvian Man drawing is also regarded as a cultural icon. He is also known for his notebooks, in which he made drawings and notes on science and invention; these involve a variety of subjects including anatomy, cartography, painting, and paleontology. Leonardo's collective works compose a contribution to later generations of artists rivalled only by that of his contemporary Michelangelo. Most people probably associate Leonardo da Vinci with his great works of art, like the "Mona Lisa" and "The Last Supper," but this Renaissance man was more than just a great painter — he was also an inspired inventor. Da Vinci sketched out his ideas in notepads, many of which have been preserved since his death in 1519. And while there's no evidence that any of da Vinci's contraptions were built during his lifetime, these sketches show that some of his ideas were revolutionary. AMT1104 Aircraft Powerplant I (Reciprocating Engine) 4|P age  Republic of the Philippines PHILIPPINE STATE COLLEGE OF AERONAUTICS INSTITUTE OF ENGINEERING AND TECHNOLOGY AIRCRAFT MAINTENANCE TECHNOLOGY DEPARTMENT Piccio Garden, Villamor, Pasay City Description: This is an image of Leonardo da Vinci's aerial screw drawing found in Manuscript B, Folio 83v. Because this image is a full picture of da Vinci's notebook page, his notes about the aerial screw are also visible. This drawing was created by da Vinci in the late 1400s, but he never attempted to create a model of his drawing to test its functionality. The design of this device is thought to be based off of the rotation of maple seeds as they fall to the ground and off of Archimedes' screw created in 200 BC. The device is meant to be powered by four men who push the four wooden shafts in a circular motion. Da Vinci believed this would generate enough force to lift the aerial screw in the air. We now know that this design would not be able to achieve flight because the intended materials (reed, linen, and wire) would make the device too heavy. The basic principles of lift used by the aerial screw remain relevant today because they provide the foundation for how modern helicopters fly. In fact, the first patent for a heat engine was not taken out until 1791 by John Barber. Unfortunately, Barber's engine was neither efficient nor practical. It was not until 1860 that a truly practical piston engine was built by Etienne Lenoir of France. Lenoir's engine, employing a battery ignition system and natural gas as fuel, was used to operate industrial machinery such as lathes. The next major breakthrough in piston engine development came in 1876 when Dr. August Otto developed the four-stroke, five-event cycle which is the operating cycle used by most modern reciprocating aircraft engines. AMT1104 Aircraft Powerplant I (Reciprocating Engine) 5|P age  Republic of the Philippines PHILIPPINE STATE COLLEGE OF AERONAUTICS INSTITUTE OF ENGINEERING AND TECHNOLOGY AIRCRAFT MAINTENANCE TECHNOLOGY DEPARTMENT Piccio Garden, Villamor, Pasay City John Barber John Barber (1734–1793) was an English coal viewer and inventor. He was born in Nottinghamshire, but moved to Warwickshire in the 1760s to manage collieries in the Nuneaton area. For a time he lived in Camp Hill House, between Hartshill and Nuneaton, and later lived in Attleborough. He patented several inventions between 1766 and 1792, of which the most remarkable was one for a gas turbine. Although nothing practical came out of this patent, Barber was the first man to describe in detail the principle of the gas turbine, and in recent years a working model based on Barber's specification has been built. Étienne Lenoir Jean Joseph Étienne Lenoir also known as Jean J. Lenoir (12 January 1822 – 4 August 1900) was a Belgian engineer who developed the internal combustion engine in 1858. Prior designs for such engines were patented as early as 1807 (De Rivaz engine), but none were commercially successful. Lenoir's engine was commercialized in sufficient quantities to be considered a success, a first for the internal combustion engine. He was born in Mussy-la-Ville (then in Luxembourg, part of the Belgian Province of Luxembourg since 1839). In 1838, he emigrated to France, taking up residence in Paris, where he developed an interest in electroplating. His interest in the subject led him to make several electrical inventions, including an improved electric telegraph. AMT1104 Aircraft Powerplant I (Reciprocating Engine) 6|P age  Republic of the Philippines PHILIPPINE STATE COLLEGE OF AERONAUTICS INSTITUTE OF ENGINEERING AND TECHNOLOGY AIRCRAFT MAINTENANCE TECHNOLOGY DEPARTMENT Piccio Garden, Villamor, Pasay City Nicolaus Otto Nicolaus August Otto (14 June 1832, Holzhausen an der Haide, Nassau – 26 January 1891, Cologne) was a German engineer who successfully developed the compressed charge internal combustion engine which ran on petroleum gas and led to the modern internal combustion engine. The Association of German Engineers (VDI) created DIN standard 1940 which says "Otto Engine: internal combustion engine in which the ignition of the compressed fuel-air mixture is initiated by a timed spark", which has been applied to all engines of this type since. AMT1104 Aircraft Powerplant I (Reciprocating Engine) 7|P age  Republic of the Philippines PHILIPPINE STATE COLLEGE OF AERONAUTICS INSTITUTE OF ENGINEERING AND TECHNOLOGY AIRCRAFT MAINTENANCE TECHNOLOGY DEPARTMENT Piccio Garden, Villamor, Pasay City AIRCRAFT ENGINES GENERAL REQUIREMENTS Aircraft require thrust to produce enough speed for the wings to provide lift or enough thrust to overcome the weight of the aircraft for vertical takeoff. For an aircraft to remain in level flight, thrust must be provided that is equal to and in the opposite direction of the aircraft drag. This thrust, or propulsive force, is provided by a suitable type of aircraft heat engine. All heat engines have in common the ability to convert heat energy into mechanical energy by the flow of some fluid mass (generally air) through the engine. In all cases, the heat energy is released at a point in the cycle where the working pressure is high relative to atmospheric pressure. The propulsive force is obtained by the displacement of a working fluid (again, atmospheric air). This air is not necessarily the same air used within the engine. By displacing air in a direction opposite to that in which the aircraft is propelled, thrust can be developed. This is an application of Newton’s third law of motion. It states that for every action there is an equal and opposite reaction. So, as air is being displaced to the rear of the aircraft the aircraft is moved forward by this principle. One misinterpretation of this principle is air is pushing against the air behind the aircraft making it move forward. This is not true. Rockets in space have no air to push against, yet, they can produce thrust by using Newton’s third law. Atmospheric air is the principal fluid used for propulsion in every type of aircraft powerplant except the rocket, in which the total combustion gases are accelerated and displaced. The rocket must provide all the fuel and oxygen for combustion and does not depend on atmospheric air. A rocket carries its own oxidizer rather than using ambient air for combustion. It discharges the gaseous byproducts of combustion through the exhaust nozzle at an extremely high velocity (action) and it is propelled in the other direction (reaction). The propellers of aircraft powered by reciprocating or turboprop engines accelerate a large mass of air at a relatively lower velocity by turning a propeller. The same amount of thrust can be generated by accelerating a small mass of air to a very high velocity. The working fluid (air) used for the propulsive force is a different quantity of air than that used within the engine to produce the mechanical energy to turn the propeller. Turbojets, ramjets, and pulse jets are examples of engines that accelerate a smaller quantity of air through a large velocity change. They use the same working fluid for propulsive force that is used within the engine. One problem with these types of engines is the noise made by the high velocity air exiting the engine. The term turbojet was used to describe any gas turbine engine, but with the differences in gas turbines used in aircraft, this term is used to describe a type of AMT1104 Aircraft Powerplant I (Reciprocating Engine) 8|P age  Republic of the Philippines PHILIPPINE STATE COLLEGE OF AERONAUTICS INSTITUTE OF ENGINEERING AND TECHNOLOGY AIRCRAFT MAINTENANCE TECHNOLOGY DEPARTMENT Piccio Garden, Villamor, Pasay City gas turbine that passes all the gases through the core of the engine directly. Turbojets, ramjets, and pulse jets have very little to no use in modern aircraft due to noise and fuel consumption. Small general aviation aircraft use mostly horizontally opposed reciprocating piston engines. While some aircraft still use radial reciprocating piston engines, their use is very limited. Many aircraft use a form of the gas turbine engine to produce power for thrust. These engines are normally the turboprop, turboshaft, turbofan, and a few turbojet engines. “Turbojet” is the former term for any turbine engine. Now that there are so many different types of turbine engine, the term used to describe most turbine engines is “gas turbine engine.” All four of the previously mentioned engines belong to the gas turbine family. All aircraft engines must meet certain general requirements of efficiency, economy, and reliability. Besides being economical in fuel consumption, an aircraft engine must be economical in the cost of original procurement and the cost of maintenance; and it must meet exacting requirements of efficiency and low weight-to- horsepower ratio. It must be capable of sustained high-power output with no sacrifice in reliability; it must also have the durability to operate for long periods of time between overhauls. It needs to be as compact as possible, yet have easy accessibility for maintenance. It is required to be as vibration free as possible and be able to cover a wide range of power output at various speeds and altitudes. These requirements dictate the use of ignition systems that deliver the firing impulse to the spark plugs at the proper time in all kinds of weather and under other adverse conditions. Engine fuel delivery systems provide metered fuel at the correct proportion of fuel/air ingested by the engine regardless of the attitude, altitude, or type of weather in which the engine is operated. The engine needs a type of oil system 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. Power and Weight The useful output of all aircraft powerplants is thrust, the force which propels the aircraft. Since the reciprocating engine is rated in brake horsepower (bhp), the gas turbine engine is rated in thrust horsepower (thp): AMT1104 Aircraft Powerplant I (Reciprocating Engine) 9|P age  Republic of the Philippines PHILIPPINE STATE COLLEGE OF AERONAUTICS INSTITUTE OF ENGINEERING AND TECHNOLOGY AIRCRAFT MAINTENANCE TECHNOLOGY DEPARTMENT Piccio Garden, Villamor, Pasay City The value of 375 mile-pounds per hour is derived from the basic horsepower formula as follows: One horsepower equals 33,000 ft-lb per minute or 375-mile pounds per hour. Under static conditions, thrust is figured as equivalent to approximately 2.6 pounds per hour. If a gas turbine is producing 4,000 pounds of thrust and the aircraft in which the engine is installed is traveling at 500 mph, the thp is: It is necessary to calculate the horsepower for each speed of an aircraft, since the horsepower varies with speed. Therefore, it is not practical to try to rate or compare the output of a turbine engine on a horsepower basis. The aircraft engine operates at a relatively high percentage of its maximum power output throughout its service life. The aircraft engine is at full power output whenever a takeoff is made. It may hold this power for a period of time up to the limits set by the manufacturer. The engine is seldom held at a maximum power for more than 2 minutes, and usually not that long. Within a few seconds after lift-off, the power is reduced to a power that is used for climbing and that can be maintained for longer periods of time. After the aircraft has climbed to cruising altitude, the power of the engine(s) is further reduced to a cruise power which can be maintained for the duration of the flight. If the weight of an engine per brake horsepower (called the specific weight of the engine) is decreased, the useful load that an aircraft can carry and the performance of the aircraft obviously are increased. Every excess pound of weight carried by an aircraft engine reduces its performance. Tremendous improvement in reducing the weight of the aircraft engine through improved design and metallurgy has resulted in reciprocating engines with a much-improved power-to-weight ratio (specific weight). AMT1104 Aircraft Powerplant I (Reciprocating Engine) 10 | P a g e  Republic of the Philippines PHILIPPINE STATE COLLEGE OF AERONAUTICS INSTITUTE OF ENGINEERING AND TECHNOLOGY AIRCRAFT MAINTENANCE TECHNOLOGY DEPARTMENT Piccio Garden, Villamor, Pasay City Fuel Economy The basic parameter for describing the fuel economy of aircraft engines is usually specific fuel consumption. Specific fuel consumption for gas turbines is the fuel flow measured in (lb/hr) divided by thrust (lb), and for reciprocating engines the fuel flow (lb/hr) divided by brake horsepower. These are called thrust-specific fuel consumption and brake specific fuel consumption, respectively. Equivalent specific fuel consumption is used for the turboprop engine and is the fuel flow in pounds per hour divided by a turboprop’s equivalent shaft horsepower. Comparisons can be made between the various engines on a specific fuel consumption basis. At low speed, the reciprocating and turboprop engines have better economy than the pure turbojet or turbofan engines. However, at high speed, because of losses in propeller efficiency, the reciprocating or turboprop engine’s efficiency becomes limited above 400 mph less than that of the turbofan. Equivalent specific fuel consumption is used for the turboprop engine and is the fuel flow in pounds per hour divided by a turboprop’s equivalent shaft horsepower. Comparisons can be made between the various engines on a specific fuel consumption basis. Durability and Reliability Durability and reliability are usually considered identical factors since it is difficult to mention one without including the other. An aircraft engine is reliable when it can perform at the specified ratings in widely varying flight attitudes and in extreme weather conditions. Standards of powerplant reliability are agreed upon by the Federal Aviation Administration (FAA), the engine manufacturer, and the airframe manufacturer. The engine manufacturer ensures the reliability of the product by design, research, and testing. Close control of manufacturing and assembly procedures is maintained, and each engine is tested before it leaves the factory. 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 rating. The time between overhauls (TBO) varies with the operating conditions, such as engine temperatures, amount of time the engine is operated at high-power settings, and the maintenance received. Recommended TBOs are specified by the engine manufacturer. Reliability and durability are built into the engine by the manufacturer, but the continued reliability of the engine is determined by the maintenance, overhaul, and operating personnel. Careful maintenance and overhaul AMT1104 Aircraft Powerplant I (Reciprocating Engine) 11 | P a g e  Republic of the Philippines PHILIPPINE STATE COLLEGE OF AERONAUTICS INSTITUTE OF ENGINEERING AND TECHNOLOGY AIRCRAFT MAINTENANCE TECHNOLOGY DEPARTMENT Piccio Garden, Villamor, Pasay City methods, thorough periodical and preflight inspections, and strict observance of the operating limits established by the engine manufacturer make engine failure a rare occurrence. Operating Flexibility Operating flexibility is the ability of an engine to run smoothly and give desired performance at all speeds from idling to full-power output. The aircraft engine must also function efficiently through all the variations in atmospheric conditions encountered in widespread operations. Compactness To affect proper streamlining and balancing of an aircraft, the shape and size of the engine must be as compact as possible. In single-engine aircraft, the shape and size of the engine also affect the view of the pilot, making a smaller engine better from this standpoint, in addition to reducing the drag created by a large frontal area. Weight limitations, naturally, are closely related to the compactness requirement. The more elongated and spread out an engine is, the more difficult it becomes to keep the specific weight within the allowable limits. Powerplant Selection Engine specific weight and specific fuel consumption were discussed in the previous paragraphs, but for certain design requirements, the final powerplant selection may be based 1-4 Figure 1-1. A typical four-cylinder opposed engine. on factors other than those that can be discussed from an analytical point of view. For that reason, a general discussion of powerplant selection follows. For aircraft whose cruising speed does not exceed 250 mph, the reciprocating engine is the usual choice of powerplant. When economy is required in the low speed range, the conventional reciprocating engine is chosen because of its excellent efficiency and relatively low cost. When high altitude performance is required, the turbo-supercharged reciprocating engine may be chosen because it is capable of maintaining rated power to a high altitude (above 30,000 feet). Gas turbine engines operate most economically at high altitudes. Although in most cases AMT1104 Aircraft Powerplant I (Reciprocating Engine) 12 | P a g e  Republic of the Philippines PHILIPPINE STATE COLLEGE OF AERONAUTICS INSTITUTE OF ENGINEERING AND TECHNOLOGY AIRCRAFT MAINTENANCE TECHNOLOGY DEPARTMENT Piccio Garden, Villamor, Pasay City the gas turbine engine provides superior performance, the cost of gas turbine engines is a limiting factor. In the range of cruising speed of 180 to 350 mph, the turboprop engine performs very well. It develops more power per pound of weight than does the reciprocating engine, thus allowing a greater fuel load or payload for engines of a given power. From 350 mph up to Mach.8–.9, turbofan engines are generally used for airline operations. Aircraft intended to operate at Mach 1 or higher are powered by pure turbojet engines/afterburning (augmented) engines, or low-bypass turbofan engines. AMT1104 Aircraft Powerplant I (Reciprocating Engine) 13 | P a g e  Republic of the Philippines PHILIPPINE STATE COLLEGE OF AERONAUTICS INSTITUTE OF ENGINEERING AND TECHNOLOGY AIRCRAFT MAINTENANCE TECHNOLOGY DEPARTMENT Piccio Garden, Villamor, Pasay City ACTIVITY I. Essay (10 items) Timeframe: 10-15 mins. 1. In your own opinion, why does an aircraft engine have general requirements? (5pts) 2. How can you describe Leonardo da Vinci and John Barber? (5pts) RUBRICS CONTENT (70%) Knowledge on The Topic C1 35% Information Based on C2 Technical 25% Manuals/Journals/Books Quality of Information C3 10% 70% FORMAT (30%) Format Based on The Given F1 5% Instructions Grammar, Usage, Spelling F2 5% Word Count& Quality of F3 20% Writing 30% Total: 100% HONESTY CLAUSE: As a student under the AMT Department of Institute of Engineering and Technology (InET), with my signature and Parent/Guardian’s signature below, I declared that my compliance with this module/subject is my work and adequately documented. _ Student’s Name and Signature Parent/Guardian’s Signature AMT1104 Aircraft Powerplant I (Reciprocating Engine) 14 | P a g e