PA

ARK COLLE
EGE OF EN
NGINEERIING AND TECHNOLO
T
OGY
Kaniyur, Coimbatorre 641 659
Dep
partment off Aeronautiical Engineeering
UNIIT TEST- I
AERO EN
NGINE MAIINTENANC
CE AND RE
EPAIR
F
FINAL
YEA
AR AERO A & B
Date: 299.07.2009 (FN
N)
Time: 2 Hrs
Mark
ks: 50 mark
ks

PAR
RTA(7x2=14))
1. Definetheheaten
ngineanddraawthetreeshowingvario
oustypesofe
engines.
onringsjointtsandpistonheadsandgiivetheirnam
mes.
2. Drawthevariousttypesofpisto
3. Write
ethevariouscomponentsofanengine
eanddescribethembrieflly.
4. Write
estepwiseth
hestartingprrocedureforaafloatcarburretortypeen
ngine.
5. Howd
densityaffecctstheperforrmanceofenggine?Alsoexxplainwhatisventuritub
beaction.
6. Whatt is idling sysstem, explain
n in brief. Allso explain what is the function of air
a bleed in the
carbu
uretionsystem
m?
7. Differrentiatebetw
weentheKicckbackandBackfirepro
oblems.
(Answeranyythree)PAR
RTB(3X12=36)
1. Giveaabasicdifferrencebetwee
enabatteryyignitionsysttemandm
magneto.Draawaneatdiaagram
ofeitherofthesettwoandexpllainindetailsshowtheyfu
unction.
2. Explainandgivettherelationb
betweenvarioustypesoffpowersine
enginei.e.IH
HP,BHP,SHP
P,and
THP.
6,000mandaataspeedoff225KMPH. Ifthe
AnairrcraftisflyingIHPofthe engineatan altitudeof6
2
planfo
ormareaofttheaircraftw
wingsis28m andcoefficientofdragiss0.18,andiftheefficiencciesof
the mechanical linkage in th
he engine and the reduction gears are 0.88 and
a 0.89, find the
owerofthee
engine.
IndicaatedHorsePo
20+h)}
{Given:p=0.98and=(20h)/(2
3. Whatt is spark plu
ug? Explain itts three major parts in brief.
b
Based on the electtrodes, how many
typess are there fo
or the spark plugs and draw
d
neat skketches of alll the electrod
des of such spark
plugs.Whatisthe
ereachofthesparkplug andhowitaaffectstheengineperforrmance?Whaatare
materialsusedforrmakingelecctrodesofspaarkplug?
4. Whattiseconomissersysteman
ndwhyitsho
ouldbeclosedduringcruiisephase?Howmanytyp
pesof
econo
omisersarethere?Explain
neachtypein
nbrief.Draw
wneatdiagram
mtosupporttyouranswerr.

Answers:
PartA
1. Heat engine is a device which converts heat energy into mechanical energy.
There are various types of heat engines depending upon their mechanism through which heat is
supplied to the working fluid and then converted to the mechanical energy. The tree below gives
an idea about the various types of heat engines.
Engine

IC Engine

EC Engine

Steam Engine

Air breathing

Non-Air breathing

Piston Engine

Jet Engine

Gas Turbine Engine

Turbo-Fan Engine

Turbo-Prop Engine

2. Piston Ring Joints:

Butt Joint

Angle Joint

Step Joint

Turbo-shaft Engine

Piston Heads:

Flat

Dome (Convex)

Recessed

Cup (Concave)

Truncated Cone

3. Various components of heat engine are:

a. Crankshafts: This is a crank with shaft arrangement. It transforms the reciprocating
motion of the piston and connecting rod into a rotary motion.
It is connected to the Piston through connecting rod.
b. Connecting rod: This is the link between crankshaft and piston. It is made of tough steel
alloy but for smaller engines it is made of aluminum also. It is given I section or T

section in its cross section to provide strength as power in the combustion chamber is
transferred through this rod to the crankshaft.
c. Piston: It is a plunger type of component which moves back and forth within an engine
cylinder. It transmits the force of the burning and expanding gases into the cylinder
through the connecting rod to the engine crankshaft.
d. Cylinder: It is the component in which combustion of the fuel takes place and hot gases
expand to push the piston. It also houses the spark plug and intake and exhaust valves.
e. Valves: Valves are the mechanical arrangements which allow the charge (air fuel
mixture) to enter into the cylinder during intake stroke and leave it during exhaust stroke.

4. Stepwise starting procedure of the float type carburetor:

a. Set the master switch to ON.
b. Turn on the boost pump if needed.
c. Open the throttle approximately in [1.27 cm].
d. If the engine is equipped with a constant-speed propeller, the propeller control should be
set in the FULL INCREASE position.
e. Set the carburetor heat lever to the COLD (off) position.
f.

Set the mixture lever in the FUEL RICH position.

g. Clear the propeller.

h. Turn the ignition switch to the START position. (On most modern aircraft, this will also
allow the magnetos to be energized).
i.

Release the ignition switch. (When the ignition switch is released from the START
position, it is spring-loaded to return to the OFF position. This action will de-energize the
starter circuit and leave the magnetos in the ON position).

j.

Check for oil pressure.

5. Density affects the performance of engine by affecting its combustion process. Air entering into
the engine with lower density contains lower amount of the oxygen and hence air fuel mixture
become rich in fuel. This amounts to wastage of fuel. On the other hand if there density is high, it
makes the air fuel mixture into the cylinder a fuel lean mixture.
A venturi tube increases the velocity of the fluid entering into the tube till it reaches its throat
location. Increase in the velocity, causes a decrease in the pressure according to the Bernoullis
equation. So any opening kept at the throat will be exposed to the lower pressure which will
create a pressure. This process is used to pull the fuel from fuel chamber using flow of air through
a venturi tube.

6. When there is no requirement of thrust, engine is kept in idling condition. In this situation, engine
runs at the lowest rpm just to keep engine in running condition. In this condition, throttle is
almost closed and airflow is almost stopped so there is not venturi action to pull fuel from the fuel
chamber. So a separate arrangement is made to supply fuel with a channel which opens just after
the throttle valve. As air speed near the throttle valve is very high in almost closed condition, it
pulls the fuel sufficiently to keep the engine running. This separate arrangement of fuel supply
works only during idling time of engine. This has its own separate air bleed also.
Air bleed is an arrangement in which air flow in rushes with high speed and starts mixing with
fuel, before fuel comes out of the exit jet. As a result of it, fuel comes out of jet with a shower
like spray with bubbles rather than like a stream of fuel. This helps in evaporation and
atomisation of fuel and hence a enhanced mixing.

7. Backfire and Kickback are more often confused to be same but are having different occurrence
procedure.
Backfire is a problem which occurs when there is too much leaning of the fuel. It basically takes
place due to slow flame propagation. In this case F/A mixture is still remains burning even after
the completion of the cycle and the fresh charge entering into the cylinder under intake stroke
starts burning.
On the other hand, Kickback is caused by the advanced ignition prior to the proper time. In this
case spark plug gives spark before the completion of the compression stroke and hot gases start
expanding before the power stroke. Piston starts moving back and crankshaft rotates in the
reverse direction.

PartB
1. A Battery ignition system is a device which works on the law of electromagnetic induction. In it a
battery is used to magnetise a coil which is basically an auto-transformer which steps up the
voltage to a very high value. This high value voltage is used to create a spark to ignite the A/F
mixture.
On the other hand, Magneto is a device which works on the electromagnetic induction, but to
magnetise a coil, a moving magnet is used, which by the concept of mutual inductance
magnetises the coil.
In all other respect both the starters are same in function and process.
Below are the schematic diagram of the Battery Operated Ignition system and a Magneto
Ignition System.

2. All the powers are related as below:

IHP: It is the indicated horse power which is the design power of the engine.
BHP: It is the brake horse power which is available on the brakes when engine is tried to
be stopped using brakes. It is the actual horse power delivered by the engine.
SHP: It is the shaft horse power available in the rotating shafts which is driven by the
engine.
THP: It is the thrust horse power which finally acts on the aircraft to propel it.
BHP = IHP losses in the linkage, bushes and bearings
SHP BHP losses in the reduction gears
THP SHP * (efficiency of the rotor/ propeller)
Solution:
2

Given: h = 6,000 m, V = 225 kmph, Sw = 28 m ,CD = 0.18,

ml=0.88, rg=0.89,

p=0.98.
Relative density at 6 km:
20
20

6
6

14
26

0.53846

Density at 6 km ( 6) = 1.2256 * 0.53846 = 0.66 kg/m3

V = 225 kmph:

225 1000
60 60

Now drag acting on the airplane is

1
2

0.5 0.66 62.5

0.18 28

Power output of the propeller:

P = T * V =6496.88 * 62.5 = 406055 Watt
Horse Power = 746 Watts (735 Watt in a different unit)
So THP = 406055/746 = 544.3

SHP = THP/

p = 544.3/ 0.98 = 555.4

BHP = SHP/ rg = 555.4/ 0.89 = 624.05

IHP = BHP/ ml = 624.05/ 0.88 = 709.15 Ans.

1289 0.18 28

3. Spark plug is a part of ignition system which is used to create a spark between two electrodes and
ignite the F/A mixture in the combustion chamber. In this device electrical energy is converted
into the heat energy which appears in the form of spark.
An aircraft spark plug essentially contains three parts (1) the electrodes, (2) the ceramic insulator,
and (3) the metal shell.
a. An electrode is an assembly of resistor, spring and nickel clad copper rod which,
extends up to the tip of the spark plug. Another electrode is a small conductor near the
end of this main electrode which remains attached with the outer shell. The quality of
electrodes depends upon mainly the material used for its construction. Sometimes it is
given a coating of another material with better conducting and surface finishing quality.
b. Ceramic insulator has basically two sections which run from one end to another end of
the spark plug. It basically surrounds the electrodes and help protecting any electrical
leakage or generation of spark at any place other than at the tip. This two section of the
ceramic insulators are: The main section, which extends from the terminal contact to a
point near the electrode tip and the barrel insulating section, which extends from near
the top of the shielding barrel, to far down to overlap the main insulator.
c. The outer shell of the spark plug is a machined steel shell which covers the entire spark
plug assembly including the electrodes. It is threaded on both the ends on the outer
surface. One end goes and is screwed in the engine cylinder which contains the electrodes
ends and other end gets connected radio shielding of ignition harness.
Based on the electrodes, following are the types of spark plugs available:
a.
b.
c.
d.
e.

Massive electrode type

Fine wire type
Projected core nose type
Two pronged E ground electrode type
Push Wire type

Reach is the portion of the spark plug beyond shell gasket sheet to the end of threads where
electrodes are available. This is also called shell skirt. This reach must be properly designed as
the plug must be sufficiently embedded inside the cylinder to ignite properly at the same time it
must not hit the piston during upward stroke when it comes near the spark plug. Extra reach
inside the cylinder will also reduce the intake volume of charge.
Electrodes are mainly made of copper to provide high conductivity. Copper is cost effective as
well. Sometimes platinum is also used to make the electrodes. To protect the tip of the electrodes
from burning due to high voltage sparks, a small piece of iridium metal is used at the tip.

4. An economiser is essentially a valve which is closed at low engine speed but is opened at high
speeds to provide an enriched mixture to reduce burning temperature and prevent detonation. In
other words, this system supplies and regulates the additional fuel required during high speed
running of engine.
It is important, however, that the economiser must be properly closed at cruising speed as it will
make the engine to run at fuel rich mixture which will reduce the economy. The enrichment of the
mixture is actually a requirement which must be done but it cant be let remain like that
throughout the flight. Especially during the cruise time when high power is not the requirement
we try to lean the fuel a bit and hence add the economy in operation. So during normal operation
airplane is allowed to fly at the leanest possible mixture and enrichment takes place only when
high power is required.
Basically there are three types of the economiser based upon their design and mechanism:
Needle Valve type Economiser
In this economiser a needle valve is used to open and close the economiser orifice. When the
economiser orifice is opened, the fuel starts flowing through this orifice by bypassing the cruise
valve metering jet. Hence a large amount of fuel starts flowing to enter the chamber and enrich
the mixture. The important thing to remember is, while economiser in action, the cruise metering
jet still keeps flowing the fuel in the main metering jet.
Piston type Economiser
In this type of economiser also, same theory works as during high power requirement a new
opening is made and fuel start flowing through a bypass channel as well as the cruise valve
metering jet. Thus enriching the mixture and producing high thrust. This system differs only in
the mechanism through which this enrichment is achieved. Instead of a needle valve arrangement
we have a piston arrangement which closes and opens the economiser orifice.
The upper piston which pushed the lower one to open the orifice, permits a small amount of air to
bleed into the fuel and enhances the atomisation and thus evaporation. The space below the lower
piston acts as accelerating well and supplies extra fuel on demand.
MAP operated Economiser
This is operated using a spring and a bellows action. A blower is engaged to pressurise bellows
which pulls a lever down against the force applied by a compressed spring. This lever opens the
economiser opening. Now fuel starts flowing through two pipes, main metering jet and the
economiser metering jet. So mixture is enriched to produce high power for the time being.

Marks

Roll
No.

Name

Marks

Roll
No.

Name

Marks

Roll
No.

Name

Marks

002

Aby Mathew

17

043

P Maniselvam

25

103

Arivazhagan M

34

003

Akash Peter

25

045

S Monickhar

17

104

Arun A

10

005

P Anand

047

B Narendhiran

25

105

Ashok B

006

R Anuroop

11

048

K Naresh

29

106

Boopesh M

25

008

Ashwin Babu

049

K Naveen Kumar

33

107

Deepanraj G

12

013

N Balasubramaniam

45

050

Nijas V Najeeb

12

108

Flowerson P

13

015

Bittu John

051

C Nikhil Joy

21

109

Gafarkhan J

10

016

Daniel Rajan

056

R Prabhakar

110

Gokulakrishnan N

10

017

S A Dawn Pradeep

058

Prejith V Nath

111

Gokulnath S

019

C Deepanchakravarthi

059

Rahul Rajkumar

26

112

Gopalakrishnan S

14

020

S S Dhanabalan

32

061

S Raja

20

113

Govindaraj S

022

G Dinesh Kumar

064

M Ramasamy

114

Kavinprabhu S

10

023

J Dinesh Kumar

067

Ramkumar T D

23

115

Muralidharan R

024

Firoz Pilakkal

068

Ramprasath R

25

116

Narendran J

19

025

Fredy Francis

070

Ranjith R

117

Parthasarathy G

026

D Gopidas

073

Rukhsana Begam M

25

118

Raja Simman T

027

T Gopinath

074

Safal N T

25

119

Rajasekar R

15

028

Govind Krishnan

28

075

Sai Venkatesh S

18

120

Ramesh Kannan K

16

029

Jamshid P Hameed

076

Sanju V Mangalathu

121

Ramki T S

12

030

B Janarthanan

33

079

Satheesh Kumar A

122

Rejoy Baburaj

16

031

A Jerome Infant

33

080

Sathish A

123

Satheeshkumar M

033

Jibi Rose Jacob

19

081

Sathish B M

30

124

Sathishkumar S

034

K Kamalnathan

084

Sridharan S

125

Selvaraj C

20

035

V Karl Marx

13

085

Suresh Balaji V

25

126

Surendra Prasanth M

17

038

M Lakshmanaswamy

095

Vijayan J

128

Mithun Varghese

039

V Logesh

13

097

Vinesh Kumar V

15

129

Banuchandar K

040

A Mahendran

31

098

Raja Vignesh M

130

Arun V Nair

041

D Maniarasan

27

101

Vivekanandan R

131

Althaf Aziz