Module 16-03 Piston Engine

AeroGATES: PART 66 courseware 16– Piston engine
Category  A  B1  B2  B3 03- Engine construction

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Module 16-03
Piston Engine
Engine Construction
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Table of contents
I. CRANKCASE, CRANKSHAFT, CAMSHAFTS, SUMPS .................................................................................................................................................... 4

1. CRANKCASE:...................................................................................................................................................................................................................... 4
2. CRANKSHAFT:.................................................................................................................................................................................................................... 7
3. CAMSHAFTS: ...................................................................................................................................................................................................................... 9
4. OIL SYSTEM: ..................................................................................................................................................................................................................... 11
5. SUMPS: .............................................................................................................................................................................................................................. 11
5.1. Wet sump:..................................................................................................................................................................................................................... 11
5.2. Dry sump: ..................................................................................................................................................................................................................... 13
II. ACCESSORY GEARBOX .................................................................................................................................................................................................. 16
1. FUNCTION: ........................................................................................................................................................................................................................ 17
2. ACCESSORY SECTION FOR OPPOSED ENGINE EXAMPLE:...................................................................................................................................... 18
III. CYLINDER AND PISTON ASSEMBLIES ......................................................................................................................................................................... 21
1. CYLINDER ARRANGEMENT:........................................................................................................................................................................................... 21
1.1. Radial engines: ............................................................................................................................................................................................................ 21
1.2. In-line engines: ............................................................................................................................................................................................................. 22
1.3. V-type engines: ............................................................................................................................................................................................................ 23
1.4. Opposed engines: ........................................................................................................................................................................................................ 24
2. CYLINDER CONSTRUCTION: .......................................................................................................................................................................................... 24
2.1. Cylinder barrel: ............................................................................................................................................................................................................. 27
2.2. Cylinder head: .............................................................................................................................................................................................................. 28
3. PISTON CONSTRUCTION: ............................................................................................................................................................................................... 29
3.1. Moving parts: ................................................................................................................................................................................................................ 29
3.2. Piston group parts: ....................................................................................................................................................................................................... 29
3.3. Piston rings: ................................................................................................................................................................................................................. 33
3.4. Piston-pins: .................................................................................................................................................................................................................. 38
IV. CONNECTING RODS, INLET AND EXHAUST MANIFOLDS .......................................................................................................................................... 42
1. CONNECTING RODS: ....................................................................................................................................................................................................... 42
1.1. Plain rod assembly: ...................................................................................................................................................................................................... 44
1.2. Fork-and-blade rod assembly: ..................................................................................................................................................................................... 44
1.3. Master-and-articulated rod assembly:.......................................................................................................................................................................... 45
2. INLET AND EXHAUST MANIFOLDS: .............................................................................................................................................................................. 45
2.1. Inlet (intake) manifold: .................................................................................................................................................................................................. 45
2.2. Exhaust manifold:......................................................................................................................................................................................................... 48
V. VALVE MECHANISMS ...................................................................................................................................................................................................... 50
1. VALVE DESCRIPTION: ..................................................................................................................................................................................................... 50
2. VALVE OPERATING MECHANISM: ................................................................................................................................................................................. 53
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VI. PROPELLER REDUCTION GEARBOXES ....................................................................................................................................................................... 58
1. DESCRIPTION: .................................................................................................................................................................................................................. 58
2. PROPELLER SHAFTS: ..................................................................................................................................................................................................... 60
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I. CRANKCASE, CRANKSHAFT, CAMSHAFTS, SUMPS
The basic major components of a piston engine are:

a. crankcase,
b. cylinders,
c. pistons,
d. connecting rods,
e. valves,
f. valve-operating mechanism, and
g. crankshaft.
In the head of each cylinder are the valves and spark plugs. One of the valves is in a passage leading from the induction system; the other is in a
passage leading to the exhaust system. Inside each cylinder is a movable piston connected to a crankshaft by a connecting rod.
Next figure illustrates the basic parts of a piton engine.
1. CRANKCASE:
Crankcase contains the bearings and bearing supports in which the crankshaft revolves. Besides supporting itself, the crankcase must provide a tight
enclosure for the lubricating oil and must support various external and internal mechanisms of the engine.
It also provides support for attachment of the cylinder assemblies, and the powerplant to the aircraft. It must be sufficiently rigid and strong to prevent
misalignment of the crankshaft and its bearings. Cast or forged aluminum alloy is generally used for crankcase construction because it is light and
strong. The crankcase is subjected to many variations of mechanical loads and other forces. Since the cylinders are fastened to the crankcase, the
tremendous forces placed on the cylinder tend to pull the cylinder off the crankcase.
The unbalanced centrifugal and inertia forces of the crankshaft acting through the main bearings subject the crankcase to bending moments which
change continuously in direction and magnitude. The crankcase must have sufficient stiffness to withstand these bending moments without major
deflections.
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.
The shape of the nose or front of the crankcase section varies considerably. In general, it is either tapered or round.
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Depending upon the type of reciprocating engine, the nose or front area of the crankcase varies somewhat. If the propeller
is driven directly by the crankshaft, less area is needed for this component of the engine. The crankcases used on engines having opposed or inline
cylinder arrangements vary in form for the different types of engines, but in general they are approximately cylindrical. One or more sides are surfaced
to serve as a base to which the cylinders are attached by means of cap screws, bolts, or studs. These accurately machined surfaces are frequently
referred to as cylinder pads.
Typical crankcase
If the propeller is driven by reduction gearing (gears that slow down the speed of the propeller less than the engine), more area is required to house
the reduction gears. A tapered nose section is used quite frequently on direct-drive, low-powered engines, because extra space is not required to
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house the propeller reduction gears. Crankcase nose sections are usually cast of either aluminum alloy or magnesium. The crankcase nose section on
engines that develop from 1,000 to 2,500 hp is usually larger to house reduction gears and sometimes ribbed to get as much strength as possible.
2. CRANKSHAFT:
As the pistons collectively might be regarded as the heart of the engine, so the crankshaft may be considered its backbone. The crankshaft is the part
of the engine that transforms the reciprocating motion of the piston to rotary motion. It transmits power through the flywheel, the clutch, the
transmission, and the differential to drive your vehicle.
Crankshafts are made from forged or cast steel. Forged steel is the stronger of the two and is used in commercial and military engines. The cast unit is
primarily used in light- and regular-duty gasoline engines. After the rough forging or casting is produced, it becomes a finished product by going
through the following steps:
 Each hole is located and drilled.
 Each surface is rough machined.
 The crankshaft, with the exception of the bearing journals, is plated with alight coating of copper.
 The bearing journals are case-hardened.
 The bearing journals are ground to size.
 Threads are cut into necessary bolt holes.
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Crank throws arrangements for four, six and eight-cylinder engines. The arrangements of throws determine the firing order of the engine. The position
of the throws for each cylinder arrangement is paramount to the overall smoothness of operation. For the various engine configurations, typical throws
are arranged as follows:
 In-line four-cylinder engines have throws one and four offset 180 degrees from throws two and three.
 V-type engines have two cylinders operating off each throw. The two end throws are on one plane offset 180 degrees apart. The two center
throws are on another common plane, which is also 180 degrees apart. The two planes are offset 90 degrees from each other.
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 In-line six-cylinder engines have throws a-ranged on three planes. There are two throws on each plane that are in line with each other. The
three planes are arranged 120 degrees apart.
 V-type twelve-cylinder engines have throw arrangements like the in-line six-cylinder engine. The difference is that each throw accepts two-
engine cylinders.
 V-type six-cylinder engines have three throws at 120- degree intervals.
 Bearing functions:
The crankshaft is supported in the crankcase and rotates in the main bearings.
The connecting rods are supported on the crankshaft by the rod bearings. Crankshaft bearings are made as precision inserts that
consist of a hard shell of steel or bronze with a thin lining of antifrictional metal or bearing alloy.
Bearings must be able to support the crankshaft rotation and deliver power stroke thrust under the most adverse conditions.
The main bearings are located at both ends of the crankshaft and at certain intermediate points. The upper halves of the bearing fit
right into the crankcase and the lower halves fit into the caps that hold the crankshaft in place.
These bearings often are channelled for oil distribution and may be lubricated with crankcase oil by pressure through drilled passages
or by splash. Some main bearings have an integral thrust face that eliminates crankshaft end play.
 Seals necessity:
To prevent the loss of oil, seals are placed at both ends of the crankshaft where it extends through the crankcase.
When main bearings are replaced, tighten the bearing cap to the proper tension with a torque wrench and lock them in place with a
cotter pin or safety wire after they are in place.
3. CAMSHAFTS:
The camshaft provides for the opening and closing of the engine valves. The camshaft is enclosed in the engine block. It has eccentric lobes (cams)
ground on it for each valve in the engine.
As the camshaft rotates, the cam lobe moves up under the valve tappet, exerting an upward thrust through the tappet against the valve stem or the
pushrod. This thrust overcomes the valve spring pressure as well as the gas pressure in the cylinder, causing the valve to open. When the lobe moves
from under the tappet, the valve spring pressure reseats the valve.
 Location:
On the most engines, the camshaft is located to one side and above the crankshaft, while in V-type engines, it is located directly
above the crankshaft On the overhead camshaft engine, the camshaft is located above the cylinder head.
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Camshaft rotating (compression and power stoke)
 Example of four-stroke cycle engine:

The camshaft of a four-stroke-cycle engine turns at one half of engine speed. It is driven off the crankshaft through timing gears or a
timing chain. In a two-stroke-cycle engine, the camshaft must turn at the same speed as the crankshaft, so each valve opens and
closes once in each revolution of the engine.
In most cases, the camshaft does more than operate the valve mechanism. It may have external cams or gears that operate the fuel
pumps, the fuel injectors, the ignition distributor, or the lubrication pump.
 Bearing functions:
Camshafts are supported in the engine block by journals in bearings. Camshaft bearing journals are the largest machined surfaces on
the shaft. The bearings are made of bronze and are bushings, rather than split bearings.
The bushings are lubricated by oil circulating through drilled passages from the crankcase. The stresses on the camshaft are small;
therefore, the bushings are not adjustable and require little attention.
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The camshaft bushings are replaced only when the engine requires a complete overhaul.
4. OIL SYSTEM:
The engine oil system performs several important functions:
 Lubrication of the engine’s moving parts,
 Cooling of the engine by reducing friction,
 Removing heat from the cylinders,
 Providing a seal between the cylinder walls and pistons,
 Carrying away contaminants.
5. SUMPS:
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.
In a wet-sump system, the oil is located in a sump, which is an integral part of the engine. In a dry-sump system, the oil is contained in a separate
tank, and circulated through the engine by pumps.
5.1. Wet sump:

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 number of disadvantages:
 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.
 The temperature of the oil is more difficult to control as it is stored within the hot engine casing.
 The oil becomes contaminated and oxidizes more easily because of the continual contact of the oil with hot engine.
 The oil supply is limited by the sump capacity.
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Wet sump description
The main component of a wet-sump system is the oil pump, which draws oil from the sump and routes it to the engine.
After the oil passes through the engine, it returns to the sump. In some engines, additional lubrication is supplied by the rotating crankshaft, which
splashes oil onto portions of the engine.
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5.2. Dry sump:
In a dry sump system, an oil pump also supplies oil pressure but the source of the oil is located external to the engine in a separate oil tank. After
oil is routed through the engine, it is pumped from the various locations in the engine back to the oil tank by scavenge pumps. Dry-sump systems
allow for a greater volume of oil to be supplied to the engine, which makes them more suitable for very large reciprocating engines.
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.
Dry sump description
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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 include:
 an oil tank (dry sump),
 oil filters,
 pressure and scavenge pumps,
 oil Cooler’ (radiator),
 oil pressure and temperature gauge,
 plus the necessary interconnecting oil lines, which are all shown in the figure.
This shows a dry sump system; for a wet sump system the oil tank is not used.
The following indications state the function of the main components of the dry sump system.
 Oil tank:
Oil tanks are made of sheet metal, suitably baffled and strengthened internally to prevent damage due to the oil surging during manoeuvres.
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.
 Hot pot:
The hot pot 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.
 Pressure pump:
The pump consists of two deep toothed spur gears rotating in a close fitting pump casing and driven via the accessory housing. Oil is carried
either side of the casing in the space between the gear teeth, or is made to flow.
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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 (filters).
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I. ACCESSORY GEARBOX
Example of accessory gearbox housing
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1. FUNCTION:
The accessory gearbox (AGB) of an engine provides mounting pads for the accessory units such as the fuel pressure pumps, fuel-injector pumps,
vacuum pumps, oil pumps, tachometer generators, electric generators, magnetos,starters, two-speed supercharger control valves, oilscreens,
hydraulic pumps, and other units.
Regardless ofthe construction and location of the accessory housing, itcontains and supports the gears for driving those accessorieswhich are
operated by engine power.
They are made up of an intricate combination of gears that require precision machining.
Due to the tremendous torque and energy transference, gearbox assemblies require sophisticated and accurate machining, heat-treating and
assembly capabilities.
Example of a modern accessory gearbox
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2. ACCESSORY SECTION FOR OPPOSED ENGINE EXAMPLE:
The accessory case for a Continental six-cylinder opposed engine is shown in Figure. This case is constructedof magnesium and is secured to the
crankcaserear flange by 12 hex-head screws.
The accessory case conforms to the shape of thecrankcase rear flange and is open at its front side withinthe height of the crankcase. The accessory
case extendsbelow the crankcase, forming a closed compartment which serves as the oil sump in dry sump engines.
Accessory gearbox for Continental six-cylinder opposed engines
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 The rear surface of the accessory case is provided with raised, machined pads for mounting of the starter, generator, magnetos, left-
and right-side accessory drive adapters, oil screen housing, tachometer drive housing,and accessory drive idler gear shaft. Tapped
holes and studs provide attachments for adapters, housings, and accessories.
 The pressure oil screen assembly is screwed into a housing which is attached by five hex-head screws to therear surface of the
accessory case below the right magneto.
 The open front end of the tubular screen assembly fits closely into a counterbore in the cases of wet sump engines, while the cases of
dry sump models are equipped with a check-valve assembly which fits in the same counterbore and receives a slightly different
screen over its rear shoulder..
 The housing for a gear-type pressure oil pump is attached to the front surface of the accessory caser rear wall by five screws. One
screw is installed from the rear andlies within the generator pilot counterbore of the case rear surface. Two of the pressure-oil-screen
using attaching screws pass through the case rear wall and into pump housing tapped holes. The other two points of pump housing
attachment are the two tachometer drive housing attaching screws
 Accessory cases for wet sump engines of this model are equipped with an oil suction tube attached to the inlet port of the pressure oil
pump and extending downward through a hole in the bottom case surface. The oil-sump bypass tube is installed in the case hole
surrounding the suction tube and is sealed to the case and to the oil-sump inlet opening by two hydraulic O rings installed in grooves
in the outer surface of the tube. The suction tube is attached to the left side wall of the accessory case by a clip, a speed nut and a
round head screw.
 The generator is mounted on a pad below the left magneto and is centered by a pilot which fits in a case counter bore. Three studs
attach the assembly. Below the generator, a pad is provided for mounting the left-side accessory drive adapter. The adapter is bored
length wise for a shaft gear bearingThe right-side accessory drive, consisting of a shaft gear and an adapter, is installed on a mount
pad below theoil-pressure screen housing.
 Magnetos are mounted on pads at left and right sides of the accessory case rear surface and are attached by two studs and nuts
each. Magneto drive gears are independently mounted on supports attached to the rear of the crankcase and are engaged to the
magnetos through rubber-padded couplings.
 The starter mount pad is at the upper rear of the accessory case. The adapters used depend upon the type of starter to be installed
on the engine.
 A vertical oil passage is drilled from the right side of the accessory case bottom surface to the outlet of the pressure oil screen. It is
plugged at the case bottom surface.
 An intersecting diagonal passage is drilled from the right side of the case through a rib along the front case wall to outlets in the front
bearings of the idler gear shaft and the left-side accessory drive shaft gear. For use with dry sump engines this passageis always
plugged with a plain 3.18 mm pipe plug at the right-side surface of the case.
 For wet sump engines which are not equipped with a left-side accessory drive, the diagonal passage must be closed with a special
extension plug which fits closely in the drilled hole to prevent escape of oil through the open shaft bearings. A small hole drilled from
the right-side accessory drive mounting pad into the vertical oil passage.
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Continental six-cylinder opposed engines
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II. CYLINDER AND PISTON ASSEMBLIES
1. CYLINDER ARRANGEMENT:
Cylinder arrangement can radial, in-line, V-type, or opposed.
1.1. Radial engines:

Radial engines were widely used during World War II and many are still in service today.
With these engines, a row or rows of cylinders are arranged in a circular pattern around the crankcase. The main advantage of a radial engine is
the favourable power-to-weight ratio.
Radial engine
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1.2. In-line engines:
In-line engines have a comparatively small frontal area, but their power-to-weight ratios are relatively low.
In addition, the rearmost cylinders of an air-cooled, in-line engine receive very little cooling air, so these engines are normally limited to four or six
cylinders.
16-valve in-line four-cylinder engine
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1.3. V-type engines:

V-type engines provide more horsepower than in-line engines and still retain a small frontal area.
V-type engine
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1.4. Opposed engines:

Continued improvements in engine design led to the development of the horizontally-opposed engine which remains the most popular
reciprocating engines used on smaller aircraft.
These engines always have an even number of cylinders, since a cylinder on one side of the crankcase “opposes” a cylinder on the other side.
The majority of these engines are air cooled and usually are mounted in a horizontal position when installed on fixed-wing airplanes. Opposed-
type engines have high power-to-weight ratios because they have a comparatively small, lightweight crankcase.
In addition, the compact cylinder arrangement reduces the engine’s frontal area and allows a streamlined installation that minimizes aerodynamic
drag.
Opposed engine
2. CYLINDER CONSTRUCTION:
The cylinder of an internal-combustion engine converts the chemical heat energy of the fuel to mechanical energy and transmits it through pistons
and connecting rods to the rotating crankshaft rods to the rotating crankshaft.
In addition to developing the power from the fuel, the cylinder dissipates a substantial portion of the heat produced by the combustion of thefuel,
houses the piston and connecting-rod assembly,supports the valves and a portion of the valve actuatingmechanism, and supports the spark plugs.
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Cylinder and piston assembly parts
The cylinder assembly used for present-day engines usually includes the following components:
 Cylinder barrel,
 Cylinder head,
 Valve guides,
 Valve rocker arm supports,
 Valve seats,
 spark-plug bushings,and
 Cooling fins.
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Cylinder and piston assembly parts
The cylinder assemblies together with pistons, connecting rods, and the crankcase section to which they are attached may be regarded asthe main
power section of the engine.
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The two major units of the cylinder assembly are the cylinder barrel and cylinder head.
Cylinder assembly
The principal requirements for the cylinder assembly are

 strength to withstand the internal pressures developed during operation at the temperatures which are normally developed when the engine
is run at maximum design loads,
 light weight,
 heat-conducting properties to obtain efficient cooling, and
 a design which makes possible easy and inexpensive manufacture, inspection and maintenance.
2.1. Cylinder barrel:

In general, the barrel in which the piston reciprocates must:
 be made of high-strength steel alloy,
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 be constructed to save weight as much as possible,
 have the proper characteristics for operating under high temperatures,
 be made of a good bearing material, and
 have high tensile strength.
The barrel is usually made of chrome-molybdenum (SAE 4130 or 4l4O) steel or chrome-nickel-molybdenum steel which is initially forged to
provide maximum strength. The forging is machined todesign dimensions with external fins and a smooth cylindricalsurface inside.
After machining, the inside surface ishoned to a specific finish to provide the proper bearing surface for the piston rings.
The roughness of this surface must be carefully controlled. If it is too smooth, it will not hold sufficient oil for the break-in period, and if it is too
rough, it will lead to excessive wear or other damage toboth the piston rings and the cylinder wall.
The inside ofthe cylinder barrel may be surface-hardened by means ofnitriding, or it may be chrome-plated to provide a longwearing surface.
Nitriding is a process whereby the nitrogen from anhydrous ammonia gas is caused to penetrate the surface of the steel by exposing the barrel to
the ammonia gas for 40 h or more while the barrel is at a temperature of about 975°F [523°C].
In some cylinders the cylinder is bored with a slight taper. The end of the bore nearest the head is smaller than the skirt end to allow for the
expansion due togreater operating temperatures near the head. Such a cylinder is said to be chokebored.
The base of the cylinder barrel incorporates a machined mounting flange by which the cylinder is attached to the crankcase. The flange is drilled to
provide holes for the mounting studs or bolts.
The holes are reamed for accurate dimensioning. The cylinder skirt extends beyond the flange into the crankcase and makes it possible to use a
shorter connecting rod. It also makes it possible to reduce the external dimensions of the engine.
The cylinders for inverted engines and the lower cylinders of radial engines are provided with extra-long skirts. These skirts keep most of the
lubricating oil from draining into the cylinders. This reduces oil consumption and decreases the possibility of hydraulic lock, which results from oil
collected in the cylinder head.
The outer end of the cylinder barrel is usually provided with threads so that it can be screwed and shrunk into thecylinder head, which is also
threaded.
The cylinder headis heated in an oven to 575 to 600°F [301 to 315°C] and is then screwed onto the cool cylinder barrel.
As previously mentioned, cooling fins are generallymachined directly on the outside of the barrel.
This method provides the best conduction of heat from the inside of the barrel to the cooling air. On some cylinders, the cooling fins are on
aluminum-alloy muffs or sleeves shrunk on the outside of the barrel.
2.2. Cylinder head:

The cylinder head encloses the combustion chamber for the fuel-air mixture and contains the intake and exhaust valves, valve guides, and valve
seats.
The cylinder head also provides the support for the rocker shafts upon which the valve rocker arms are mounted.
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The openings into which the spark plugs are inserted are provided in the cylinder head at positions designed to provide the best burning pattern.
The spark-plug openings may contain bushings shrunk and staked into the head, and in some cylinders the threads are reinforced with steel
inserts called Heli-Coils. The Heli-Coil inserts make it possible to restore the threads by replacement of the inserts.
Cylinder heads are usually made of cast-aluminum alloy (AMS 4220) to provide a maximum of strength with minimum weight.
The cooling fins are cast or machined on the outside of the head in a pattern to provide the most efficient cooling and to take advantage of cylinder
head cooling baffles.
The area surrounding the intake passage and valve does not usually have cooling fins because the fuel-air mixture entering the cylinder carries
theheat away. The intake side of the cylinder head can be quickly identified by noting which side is not finned
3. PISTON CONSTRUCTION:
2.1. Moving parts:
In the engine moving parts mainly refers to crank linkage. Which includes piston, connecting rod and crankshaft and other components?
The function of crank linkage is changing the heat into mechanical power that is the pressure from the combustion of fuel gas makes the piston do
linear movement,
Through connecting rod, the linear movement changes into rotation of crankshaft and export useful power. The rotation of crankshaft makes piston
to constant complex movement and ensures the continuous work of the piston cycle.
2.2. Piston group parts:

Piston group includes piston, piston-pin, piston ring, piston bush, piston-pin cover and other parts.
 Function:
 Together with the cylinder and the cylinder head piston group constitutes the engine’s confined work space, which prevents gas
leaking into the crankcase and the excessive lubricant intruding into the cylinder.
 Bear the gas pressure and pass it to crankshaft and connecting rod.
 Bear the side thrust play a leading role.
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Typical piston with its rod and tool
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Piston and its parts

 Construction:
The piston is a plunger that moves back and forth orup and down within an engine cylinder barrel. It transmits the force of the burning
and expanding gases in the cylinder through the connecting rod to the engine crankshaft.
As the piston moves down (toward the crankshaft) in the cylinder, during the intake stroke, it draws in the fuel-air mixture. As it moves
upward (toward the cylinder head), it compresses the charge.
Ignition takes place and the expanding gases cause the piston to move toward the crankshaft.
On the next stroke (toward the head), it forces the burned gases out of the combustion chamber.
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The majority of aircraft engine pistons are machined from aluminum alloy forgings.
Pistons may be either the trunk type or the slipper type.
Slipper-type pistons are not used in modern, high-powered engines because they do not provide adequate strength or wear resistance.
 Piston heads:
The top of the piston, or head, may be flat, convex, or concave. Recesses may be machined in the piston head to prevent interference
with the valves.
Aluminum alloy is also used because it is light in weight, has a high heat conductivity and has excellent bearing characteristics.
Various types of pistons
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Some piston details
2.3. Piston rings:

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.
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.
The piston-pin joins the piston to the connecting rod.
It is machined in the form of a tube from a nickel steel alloy forging, casehardened and ground.
The piston-pin is sometimes called a wristpin because of the similarity between the relative motions of the piston and the articulated rod and that
of the human arm.
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Piston rings
The piston-pin used in modern aircraft engines is the full-floating type, so called because the pin is free to rotate in both the piston and in the
connecting rod piston-pin bearing.
The piston-pin must be held in place to prevent the pin ends from scoring the cylinder walls. A plug of relatively soft aluminum in the pin end
provides a good bearing surface against the cylinder wall.
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.
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.
 Piston ring construction:
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Level  1  2  3
Most piston rings are made of high-grade cast iron. After the rings are made, they are ground to the cross-section desired. Then they
are split so that they can be slipped over the outside of the piston and into the ring grooves that are machined in the piston wall.
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.
 Compression ring:
The purpose of the compression rings is to prevent the escape of combustion gases past the piston during engine operation.
They are placed in the ring grooves immediately below the piston head. The number of compression rings used on each piston is
determined by the type of engine and its design, although most aircraft engines use two compression rings plus one or more oil
control rings. Examples of cross-section rings:
 Rectangular ring:
This ring with its geometrically simple shape performs the necessary sealing functions under normal operating conditions.
Rectangular ring
With a peripheral coating and appropriate barrel face the rectangular ring is today used mainly in the top groove in passenger
car gasoline and diesel engines.
Besides service in internal combustion engines, rectangular rings are commonly used as rotary shaft seals, e.g. transmission
seals.
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Level  1  2  3
 Taper faced ring:

Owing to the tapered running face the ring contacts the cylinder bore with its bottom outer edge. This shortens running-in and
improves oil scraping. The gas forces acting initially at the running face provide a degree of pressure relief (especially when
used in the top groove).
Taper faced rings are chiefly installed in the second groove in passenger car gasoline and passenger car and truck diesel
engines. In passenger car gasoline engines they are also used in the top groove.
Taper faced ring
 Bevelled (stepper) ring:

By providing an edge relief on the top side of rectangular and taper faced rings a twist effect is achieved which, in all operating
phases without gas pressure loading, brings the ring into bore contact only with its bottom outer edge while the inner edge
contacts the bottom groove side (positive twist). This helps to improve oil consumption control.
Under operating conditions the gas pressure forces the ring flat against the piston groove, creating an additional dynamic
behaviour of the ring. Rings of this kind are used in the top and second groove of passenger car gasoline and passenger car
and truck diesel engines.
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Bevelled ring
 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.
 Oil scraper ring:

The oil scraper ring usually has a bevelled face and is installed in the groove at the bottom of the piston skirt.
The ring is installed with the scraping edge away from the piston head or in the reverse position, depending upon cylinder position and
the engine series. In the reverse position, the scraper ring retains the surplus oil above the ring on the upward piston stroke, and this
oil is returned to the crankcase by the oil control rings on the downward stroke.
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2.4. Piston-pins:
A piston-pin, sometimes called a wrist pin, is used to attach the piston to the connecting rod. It is generally made of steel (AMS 6274 or AMS 6322)
hollowed for lightness and surface-hardened or through-hardened to resist wear.
Typical piston-pin
 Piston-pin installation:
The pin passes through the piston at right angles to the skirt so that the piston can be anchored to the connecting-rod assembly. A
means is provided to prevent the piston-pin from moving sideways in the piston and damaging the cylinder wall.
The piston-pin is mounted in bosses and bears directly on the aluminum alloy of which the pistons are made. When the piston is made
of aluminum alloy, however, the bosses may or may not be lined with some nonferrous (no iron or steel) metal such as bronze.
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Level  1  2  3
Next figure shows a piston-pin installation. The piston-pin passes through the piston bosses and also through the small end of the
connecting rod which rides on the central part of the pin.
Piston-pin installation
Piston-pins are usually classified as stationary (rigid), semi-floating, or full-floating. The stationary type is not free to move in any
direction and is securely fastened in the boss by means of a set screw.
The semi-floating piston-pin is securely held by means of a clamp screw in the end of the connecting rod and a half slot in the pin itself.
The full-floating type is free to run or slide in both the connecting rod and the piston and is used in most modern aircraft engine.
 Piston-pin retainers:
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The three devices used to prevent contact between the piston-pin ends and the cylinder wall is circlets, spring rings, and nonferrous-
metal plugs. Next figure shows a typical piston-pin retainer installation.
Piston-pin installation
Circlets resemble piston rings and fit into grooves at the outside end of each piston boss.
Spring rings are circular spring steel coils which fit into circular grooves cut into the outside end of each piston boss to prevent the
movement of the pin against the cylinder wall.
Nonferrous-metal plugs, usually made of aluminum alloy, are called piston-pin plugs and are used in most aircraft engines. They are
inserted in the open ends of a hollow piston-pin to prevent the steel pin end from bearing against the cylinder wall.
The comparatively soft piston-pin plugs may bear against the cylinder walls without damage to either the plug or the wall.
Piston-pins are fitted into the pistons and the connecting rod with clearances of less than 0.001 in [0.0254mm]. This is commonly
called a "push fit" because the pin can be inserted in the piston boss by pushing with the palm of the hand.
Since the piston-pin bearing surfaces are not pressure lubricated, it is a common practice to drill holes through the piston-pin bosses
to supply oil to the bearing surfaces.
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Examples of piston-pin retainers
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Level  1  2  3
III. CONNECTING RODS, INLET AND EXHAUST MANIFOLDS
1. CONNECTING RODS:
The connecting rod is the link that transmits forces between the piston and the crankshaft.
Connecting rods must be strong enough to remain rigid under load and yet be light enough to reduce the inertia forces that are produced when the rod
and piston stop, change direction, and start again at the end of each stroke.
A connecting rod between the piston and crankshaft

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There are three main types of connecting-rod assemblies:
 Plain rod;
 Fork-and-blade rod;
 Master-and articulated rod.
Plain-type (left) and fork-and-blade-type (right) connecting-rods
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Level  1  2  3
Master-and-articulated connecting-rod (left: details – right: assembly)
1.1. Plain rod assembly:

Plain-type connecting rods are used in in-line and opposed engines.
The end of the rod attached to the crank pin is fitted with a cap and a two-piece bearing. The bearing cap is held on the end of the rod by bolts or
studs. To maintain proper fit and balance, connecting rods should always be replaced in the same cylinder and in the same relative position.
1.2. Fork-and-blade rod assembly:

The fork-and-blade rod assembly is used primarily in V-type engines. The forked rod is split at the crankpin end to allow space for the blade rod to
fit between the prongs. A single two piece bearing is used on the crankshaft end of the rod. This type of connecting rod is not used much on
modern engines.
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1.3. Master-and-articulated rod assembly:
The master-and-articulated rod assembly is commonly used in radial engines. In a radial engine the piston in one cylinder in each row is
connected to the crankshaft by a master rod. All other pistons in the row are connected to the master rod by an articulated rod.
The articulated rods are constructed of forged steel alloy in either the I- or H-shape, denoting the cross-sectional shape. Bronze bushings are
pressed into the bores in each end of the articulated rod to provide knuckle-pin and piston-pin bearings.
The master rod serves as the connecting link between the piston pin and the crankpin. The crankpin end or the ‘big end’ contains the crankpin or
master rod bearing. Flanges around the big end provide for the attachment of the articulated rods.
The articulated rods are attached to the master rod by knuckle pins, which are pressed into holes in the master rod flanges during assembly.
A plain bearing, usually called a piston-pin bushing, is installed in the piston end of the master rod to receive the piston pin
2. INLET AND EXHAUST MANIFOLDS:

2.1. Inlet (intake) manifold:
The inlet manifold on a gasoline engine carries the air-fuel mixture from the carburettor and distributes it to the cylinders.
On a diesel engine, the manifold carries only air into the cylinders. The gasoline engine intake manifold is designed with the following functions in
mind: Deliver the air-fuel mixture to the cylinders in equal quantities and proportions. This is important for smooth engine performance. The
lengths of the passages should be near to equal as possible to distribute the air-fuel mixture equally.
Help to keep the vaporized air-fuel mixture from condensing before it reaches the combustion chamber. The ideal air-fuel mixture should be
vaporized completely, as it enters the combustion chamber. This is very important.
The manifold passages are designed with smooth intake manifold walls and a minimum of bends that collect fuel to reduce the condensing of the
mixture. Smooth flowing intake manifold passages also increase volumetric efficiency.
Aid in the vaporization of the air-fuel mixture. To do this, provide the intake manifold a controlled system of heating. This system of heating must
heat the mixture enough to aid in vaporization, without heating it to the point of reducing volumetric efficiency. The intake manifold on an L-head
engine is bolted to the block, whereas the overhead-valve engine has the intake manifold bolted to the side of the cylinder head. Intake manifolds
can be designed to provide optimum performance for a given speed range by varying the length of the passages.
The inertia of the moving intake mixture causes it to bounce back and forth in the intake manifold passage from the end of one intake stroke to the
beginning of the next intake stroke. If the passage is the proper length so the next intake stroke is just beginning as the mixture is rebounding, the
inertia of the mixture causes it to ram itself into the cylinder.
This increases the volumetric efficiency of the engine in the designated speed range. It should be noted that the ram manifold serves no purpose
outside its designated speed range.
As stated earlier, providing controlled heat for the incoming mixture is very important for good performance. The heating of the mixture may be
accomplished by doing the following.
Directing a portion of the exhaust through a passage in the intake manifold. The heat from the exhaust transfers and heats the mixture. The
amount of exhaust that is diverted into the intake manifold heat passage is controlled by the manifold heat control valve.
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Inlet manifold
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Level  1  2  3
Intake manifold installation
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2.2. Exhaust manifold:
The exhaust manifold connects all of the engine cylinders to the rest of the exhaust system.
The exhaust manifold bolts to the side of the engine block; and on overhead-valve engines, it bolts to the side of the cylinder head. It is usually
made of cast iron, either singly or in sections. If the exhaust manifold is made properly, it can create a scavenging action that causes all of the
cylinders to help each other get rid of the gases.
Back pressure (the force that the pistons must exert to push out the exhaust gases) can be reduced by making the manifold with smooth walls and
without sharp bends.
Exhaust manifolds on vehicles today are constantly changing in design to allow the use of various types of emission controls. Each of these
factors is taken into consideration when the exhaust manifold is designed, and the best possible manifold is manufactured to fit into the confines of
the engine compartment
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Exhaust manifold installation
The exhaust manifold is bolted to the engine's cylinder head. It can be of a one-piece or two-piece construction. In performance type vehicles, the
exhaust manifold is often replaced with extractors.
A normal exhaust manifold is usually made from cast iron.
Due to the extreme temperatures generated at the exhaust manifold, heat shields can be installed to protect other vehicle components from heat
damage.
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IV. VALVE MECHANISMS
The fuel/air 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. Next illustrates various shapes and types of these valves.
1. VALVE DESCRIPTION:
 Types of valves:
Hollow-head mushroom type (left) – Mushroom type (mid) – Tulip type (right)
 Materials:
The valves in the cylinders of an aircraft engine are subjected to high temperatures, corrosion, and operating stresses; thus, the metal alloy
in the valves must be able to resist all these factors.
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Because intake valves operate at lower temperatures than exhaust valves, they can be made of chromic-nickel steel. Exhaust valves are
usually made of nichrome, silchrome, or cobalt-chromium steel because these materials are much more heat resistant.
Stellite is resistant to high-temperature corrosion and also withstands the shock and wear associated with valve operation. Some engine
manufacturers use a nichrome facing on the valves. This serves the same purpose as the stellite material.
 Dimensions and design of valves:

The valve head has a ground face that forms a seal against the ground valve seat in the cylinder head when the valve is closed. The face of
the valve is usually ground to an angle of either 30° or 45°. In some engines, the intake-valve face is ground to an angle of 30°, and the
exhaust-valve face is ground to a 45° angle.
Valve faces are often made more durable by the application of a material called stellite. About 1/16 inch of this alloy is welded to the valve
face and ground to the correct angle.
 Valve stem:
The valve stem acts as a pilot for the valve head and rides in the valve guide installed in the cylinder head for this purpose. See next figure.
The valve stem is surface hardened to resist wear. The neck is the part that forms the junction between the head and the stem.
The tip of the valve is hardened to withstand the hammering of the valve rocker arm as it opens the valve. A machined groove on the stem
near the tip receives the split-ring stem keys. These stem keys form a lock ring to hold the valve spring retaining washer in place.
 Metallic sodium:
Some intake and exhaust valve stems are hollow and partially filled with metallic sodium. This material is used because it is an excellent
heat conductor.
The sodium melts at approximately 208 °F (97.8 °C) and the reciprocating motion of the valve circulates the liquid sodium, allowing it to
carry away heat from the valve head to the valve stem where it is dissipated through the valve guide to the cylinder head and the cooling fins.
Thus, the operating temperature of the valve may be reduced as much as 300°F (149 °C) to 400 °F (204 °C). Under no circumstances
should a sodium-filled valve be cut open or subjected to treatment which may cause it to rupture.
Exposure of the sodium in these valves to the outside air results in fire or explosion with possible personal injury.
The most commonly used intake valves have solid stems, and the head is either flat or tulip shaped. Intake valves for low-power engines are
usually flat headed.
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Level  1  2  3
View of valve guide installed on a cylinder head
In some engines, the intake valve may be the tulip type and have a smaller stem than the exhaust valve or it may be similar to the exhaust
valve but have a solid stem and head.
Although these valves are similar, they are not interchangeable since the faces of the valves are constructed of different material. The intake
valve usually has a flat milled on the tip to identify it.
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Level  1  2  3
2. VALVE OPERATING MECHANISM:
For a reciprocating engine to operate properly, each valve must open at the proper time, stay open for the required length of time, and close at the
proper time. Intake valves are opened just before the piston reaches top dead center, and exhaust valves remain open after top dead center.
At a particular instant, therefore, both valves are open at the same time (end of the exhaust stroke and beginning of the intake stroke). This valve
overlap permits better volumetric efficiency and lowers the cylinder operating temperature.
This timing of the valves is controlled by the valve-operating mechanism and is referred to as the valve timing.
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 next figure.
Typical cam lobes
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 the cam lobe to permit the rocker arm to be eased into contact with the valve tip and thus reduce the shock load
which would otherwise occur.
The valve operating mechanism consists of a cam ring or camshaft equipped with lobes that work against a cam roller or a cam follower.
The cam follower pushes a push rod and ball socket, actuating a rocker arm, which in turn opens the valve.
Springs, which slip over the stem of the valves and are held in place by the valve-spring retaining washer and stem key, close each valve and push the
valve mechanism in the opposite direction.
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Level  1  2  3
Valve-operating mechanism (opposed engine)
16 – 03 - 54
Level  1  2  3
Valve operating mechanism (radial engine)
16 – 03 - 55
Level  1  2  3
 Cam rings:
The valve mechanism of a radial engine is operated by one or two cam rings, depending upon the number of rows of cylinders.
In a single-row radial engine, one ring with a double cam track is used.
One track operates the intake valves; the other operates the exhaust valves. The cam ring is a circular piece of steel with a series of cams
or lobes on the outer surface.
The surface of these lobes and the space between them (on which the cam rollers ride) is known as the cam track. As the cam ring revolves,
the lobes cause the cam roller to raise the tappet in the tappet guide, thereby transmitting the force through the push rod and rocker arm to
open the valve.
In a single-row radial engine, the cam ring is usually located between the propeller reduction gearing and the front end of the power section.
In a twin-row radial engine, a second cam for the operation of the valves in the rear row is installed between the rear end of the power
section and the supercharger section.
The cam ring is mounted concentrically with the crankshaft and is driven by the crankshaft at a reduced rate of speed through the cam
intermediate drive gear assembly.
The cam ring has two parallel sets of lobes spaced around the outer periphery, one set (cam track) for the intake valves and the other for the
exhaust valves. The cam rings used may have four or five lobes on both the intake and the exhaust tracks.
The timing of the valve events is determined by the spacing of these lobes and the speed and direction at which the cam rings are driven in
relation to the speed and direction of the crankshaft.
The method of driving the cam varies on different makes of engines. The cam ring can be designed with teeth on either the inside or outside
periphery.
If the reduction gear meshes with the teeth on the outside of the ring, the cam turns in the direction of rotation of the crankshaft. If the ring is
driven from the inside, the cam turns in the opposite direction from the crankshaft.
A four-lobe cam may be used on either a seven-cylinder or nine-cylinder engine (See next table).
5 CYLINDERS 7 CYLINDERS 9 CYLINDERS DIRECTION OF ROTATION
Number of lobes Speed Number of lobes Speed Number of lobes Speed
3 1/6 4 1/8 5 1/10 with crankshaft
2 1/4 3 1/6 4 1/8 opposite crankshaft
On the seven cylinders, 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.
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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.
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Level  1  2  3
V. PROPELLER REDUCTION GEARBOXES
1. DESCRIPTION:
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 are in use. The two types most commonly used are:
 spur planetary, and
 bevel planetary.
 Spur planetary reduction:

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.
In some engines, the bell gear is mounted on the propeller shaft, and the planetary pinion gear cage is held stationary.
The sun gear is splined to the crankshaft and acts as a driving gear.
In such an arrangement, the propeller travels at a reduced speed but in opposite direction to the crankshaft.
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Spur planetary reduction
 Bevel planetary reduction:

In the bevel planetary reduction gearing system, the driving gear is machined with bevelled external teeth and is attached to the crankshaft.
A set of mating bevel pinion gears is mounted in a cage attached to the end of the propeller shaft.
The pinion gears are driven by the drive gear and walk around the stationary gear, which is bolted or splined to the front section housing.
The thrust of the bevel pinion gears is absorbed by a thrust ball bearing of special design.
The drive and the fixed gears are generally supported by heavy-duty ball bearings.
This type of planetary reduction assembly is more compact than the other one described and, therefore, can be used where a smaller
propeller gear step-down is desired.
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Level  1  2  3
Propeller reduction gearbox principle
2. PROPELLER SHAFTS:
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.
The propeller shaft of high-output radial engines is generally splined. It is threaded on one end for a propeller hub nut.
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Level  1  2  3
The thrust bearing, which absorbs propeller thrust, is located around the shaft and transmits the thrust to the nose section
housing.
The shaft is threaded for attaching the thrust-bearing retaining nut. On the portion protruding from the housing (between the two sets of threads),
splines are located to receive the splined propeller hub. The shaft is generally machined from a steel-alloy forging throughout its length.
The propeller shaft may be connected by reduction gearing to the engine crankshaft, but in smaller engines the propeller shaft is simply an extension
of the engine crankshaft.
To turn the propeller shaft, the engine crankshaft must revolve.
Flanged propeller shafts are used on most modern reciprocating and turboprop engines. One end of the shaft is flanged with drilled holes to accept the
propeller mounting bolts.
The installation may be a short shaft with internal threading to accept the distributor valve to be used with a controllable propeller. The flanged
propeller shaft is a very common installation on most propeller driven aircraft.
16 – 03 - 61

Module 16-03 Piston Engine

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AeroGATES: PART 66 courseware 16– Piston engine

Category  A  B1  B2  B3 03- Engine construction

I. CRANKCASE, CRANKSHAFT, CAMSHAFTS, SUMPS .................................................................................................................................................... 4

I. CRANKCASE, CRANKSHAFT, CAMSHAFTS, SUMPS

The basic major components of a piston engine are:

Camshaft rotating (compression and power stoke)

 Example of four-stroke cycle engine:

5.1. Wet sump:

Wet sump description

Dry sump description

Example of accessory gearbox housing

Example of a modern accessory gearbox

Accessory gearbox for Continental six-cylinder opposed engines

Continental six-cylinder opposed engines

II. CYLINDER AND PISTON ASSEMBLIES

1.1. Radial engines:

16-valve in-line four-cylinder engine

1.3. V-type engines:

1.4. Opposed engines:

Cylinder and piston assembly parts

Cylinder and piston assembly parts

The principal requirements for the cylinder assembly are

2.1. Cylinder barrel:

2.2. Cylinder head:

2.2. Piston group parts:

Typical piston with its rod and tool

Piston and its parts

Various types of pistons

Some piston details

2.3. Piston rings:

 Piston ring construction:

 Taper faced ring:

Taper faced ring

 Bevelled (stepper) ring:

 Oil scraper ring:

Examples of piston-pin retainers

III. CONNECTING RODS, INLET AND EXHAUST MANIFOLDS

A connecting rod between the piston and crankshaft

Plain-type (left) and fork-and-blade-type (right) connecting-rods

Master-and-articulated connecting-rod (left: details – right: assembly)

1.1. Plain rod assembly:

1.2. Fork-and-blade rod assembly:

2. INLET AND EXHAUST MANIFOLDS:

Intake manifold installation

Exhaust manifold installation

 Dimensions and design of valves:

View of valve guide installed on a cylinder head

Typical cam lobes

Valve-operating mechanism (opposed engine)

Valve operating mechanism (radial engine)

5 CYLINDERS 7 CYLINDERS 9 CYLINDERS DIRECTION OF ROTATION

Number of lobes Speed Number of lobes Speed Number of lobes Speed

3 1/6 4 1/8 5 1/10 with crankshaft

2 1/4 3 1/6 4 1/8 opposite crankshaft

V. PROPELLER REDUCTION GEARBOXES

 Spur planetary reduction:

Spur planetary reduction

 Bevel planetary reduction:

Propeller reduction gearbox principle

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