COOLING SYSTEMS

COOLING SYSTEMS
 COOLING SYSTEM
INTRODUCTION

• Aircraft engines are designed to convert heat energy into mechanical energy.
• However, in doing this, only about one-third of the heat produced is
converted.
• The remaining two-thirds of the heat energy is wasted and must be removed
from an engine.
• Therefore, cooling systems are designed to remove the unused heat energy
produced by combustion and allow an engine to operate at its peak
efficiency.
 COOLING SYSTEM
RECIPROCATING ENGINE
• The heat that is generated by an internal combustion engine, approximately
30 percent is converted to useful work while 40 to 45 percent is expelled
through the exhaust.
• The remaining 25 to 30 percent is absorbed by the oil and metal mass of the
engine. It is this heat that is removed by an aircraft's cooling system.
 COOLING SYSTEM
RECIPROCATING ENGINE
• If not removed, engine performance suffers due to a decrease in volumetric
efficiency and the adverse effect heat has on the fuel/air mixture.
• In addition, excessive heat shortens the life of engine parts and reduces the
ability of the oil to lubricate.
• The two most commonly used methods of cooling an engine include direct
air cooling and liquid cooling.
 COOLING SYSTEM
RECIPROCATING ENGINE- AIR COOLING
• Almost all modern aircraft engines are air cooled.
• However, to be effective, an engine must have a great deal of surface area that readily gives
up heat.
• To accomplish this, all air cooled engines utilize cooling fins that are either cast or
machined into the exterior surfaces of the cylinder barrels and heads.
• The fins provide a very large surface area for transferring heat to the surrounding airflow.
• Additional cooling is sometimes provided by fins that are cast into the underside of
pistons.
• When this is done, the additional surface area permits a greater amount of heat to be
transferred to the engine oil.
 COOLING SYSTEM
RECIPROCATING ENGINE- AIR COOLING
• The cylinder fins on early engines were relatively thick and shallow and
provided little surface area for cooling.
• However, as engine design progressed and techniques of casting and
machining improved, fin design evolved to produce deeper and thinner fins.
• Today, aircraft engines use steel cylinder barrels that have fins machined
directly onto their surface.
 COOLING SYSTEM
RECIPROCATING ENGINE- AIR COOLING
• These barrels are screwed into aluminum cylinder heads with fins that are
cast with the head. Since the exhaust valve region is typically the hottest part
of a cylinder, more fin area is provided around the exhaust port.
• On the other hand, the intake portion of a cylinder head typically has few
cooling fins because the fuel/air mixture cools this area sufficiently.
 COOLING SYSTEM
RECIPROCATING ENGINE- AIR COOLING

• COWLINGS
• An undesired side effect of air cooling is the penalty imposed by increased
drag.
• Although early aircraft cruised at speeds where drag was of little concern, the
drag problem became unacceptable once aircraft development achieved
airspeeds over 120 miles per hour.
 COOLING SYSTEM
RECIPROCATING ENGINE- AIR COOLING
COWLING - RADIAL ENGINE COWLING
• To help reduce drag on aircraft equipped with radial engines, the Townend
ring, or speed ring was developed.
 COOLING SYSTEM
RECIPROCATING ENGINE- AIR COOLING
COWLING - RADIAL ENGINE COWLING
• A Townend ring is an airfoil shaped ring that is installed around the
circumference of a radial engine.
• The airfoil shape produces an aerodynamic force that smooths the airflow
around the engine and improves the uniformity of air flowing around each
cylinder.
• When installed properly, a Townend ring can reduce drag by as much as 11
percent on some aircraft.
 COOLING SYSTEM
RECIPROCATING ENGINE- AIR COOLING
COWLING - RADIAL ENGINE COWLING
• As new aircraft and engine designs produced higher cruising speeds, the need for a
more efficient cooling system that provided less drag increased.
• In the early 1930's an engine cowling known as the NACA cowling was developed.
• This streamlined cowling completely covers all portions of a radial engine and
extends all the way back to the fuselage.
• In addition, all NACA cowlings have an airfoil shape that actually produces thrust
by converting the incoming air into a solid jet blast as it leaves the cowling.
 COOLING SYSTEM
RECIPROCATING ENGINE- AIR COOLING
COWLING - RADIAL ENGINE COWLING
• all NACA cowlings have an airfoil shape that actually produces thrust by converting the incoming air
into a solid jet blast as it leaves the cowling
 COOLING SYSTEM
RECIPROCATING ENGINE- AIR COOLING
COWLING - OPPOSED ENGINE COWLING
• The cylinders on early horizontally opposed engines stuck out into the
airstream to receive cooling air.
• However, since the cylinders were directly behind each other, a thin sheet
metal hood had to be installed on each side of the engine to force air down
between the cylinder fins
 COOLING SYSTEM
RECIPROCATING ENGINE- AIR COOLING
COWLING - OPPOSED ENGINE COWLING
 COOLING SYSTEM
RECIPROCATING ENGINE- AIR COOLING
COWLING - OPPOSED ENGINE COWLING
• The cowling surrounding a modern reciprocating engine encloses the entire engine.
• With this type of cowling, cooling air enters through two forward facing openings and
exits out one or more openings in the bottom rear of the cowl.
• The rest of the cowling is sealed with rubberized strips to prevent excessive air leakage.
• Because of the ram effect produced by forward motion and propwash, cooling air
enters a cowling at a pressure above ambient.
• This produces what is know as pressure cooling.
 COOLING SYSTEM
RECIPROCATING ENGINE- AIR COOLING
COWLING - OPPOSED ENGINE COWLING
• To facilitate the pressure cooling process, the outlet on most lower cowls is
flared so that when outside air flows past the opening, an area of low
pressure is created in the bottom of the cowling.
• This low pressure area draws inlet air down through the cylinders and into
the lower cowl where it can exit the cowling
 COOLING SYSTEM
RECIPROCATING ENGINE- AIR COOLING
COWLING - OPPOSED ENGINE COWLING
 COOLING SYSTEM
RECIPROCATING ENGINE- AIR COOLING
• BAFFLES AND DEFLECTORS
• Only 15 to 30 percent of the total ram airflow approaching an airborne
engine cowling actually enters the cowling to provide engine cooling.
• Therefore, additional baffles and deflectors must be installed to maximize the
effectiveness of the airflow.
• Baffles and deflectors are basically sheet metal panels which block and
redirect airflow to provide effective cooling.
 COOLING SYSTEM
RECIPROCATING ENGINE- AIR COOLING
• BAFFLES AND DEFLECTORS
• Baffles and deflectors are installed between the cowling and engine, as well as between the
engine cylinders.
• The baffles installed between the engine and cowling effectively divide the cowling into two
separate compartments.
• This way, when air enters the upper cowl, it has no choice but to flow around the cylinders
and into the lower cowl.
• On the other hand, the primary purpose of the baffles installed between the cylinders is to
force cooling air into contact with all parts of a cylinder. T
• hese baffles are sometimes referred to as inter-cylinder baffles or pressure baffles.
 COOLING SYSTEM
RECIPROCATING ENGINE- AIR COOLING
• BAFFLES AND DEFLECTORS
 COOLING SYSTEM
RECIPROCATING ENGINE- AIR COOLING
• BAFFLES AND DEFLECTORS - COWL FLAPS
• On some aircraft, the amount of cooling air that flows into the cowling is controlled
through the use of cowl flaps.
• Cowl flaps are hinged doors that are installed at the bottom rear of the cowling where the
cooling air exits.
• When the cowl flaps are open, a stronger low pressure area is created in the lower cowl and
more air is pulled through the cylinders.
• On the other hand, when the cowl flaps are closed, the low pressure area becomes weaker
and less cooling air is drawn between the cylinders.
• The position of the cowl flaps is controlled from the cockpit and are typically operated
manually, electrically, or hydraulically
 COOLING SYSTEM
RECIPROCATING ENGINE- AIR COOLING
• BAFFLES AND DEFLECTORS – COWL FLAPS
 COOLING SYSTEM
RECIPROCATING ENGINE- AIR COOLING
• BAFFLES AND DEFLECTORS – COWL FLAPS
• Cowl flaps are typically in the full open position during all ground operations.
• The reason for this is that, while operating on the ground, airflow through
the cowling is greatly reduced.
• However, once an aircraft is established in level flight, more air is forced into
the cowling.
• This allows the cowl flaps to be closed so that the drag produced by the cowl
flaps can be eliminated.
 COOLING SYSTEM
RECIPROCATING ENGINE- AIR
COOLING
AUGMENTOR SYSTEMS
• Augmenter tubes may be used on some aircraft to augment, or increase, the
airflow through the cylinders.
• Like cowl flaps, augmenter tubes create a low pressure area at the lower rear
of the cowling in order to increase the airflow through the cylinder cooling
fins.
 COOLING SYSTEM
RECIPROCATING ENGINE- AIR
AUGMENTOR SYSTEMS
COOLING
• Some reciprocating engines use
augmenter tubes to improve engine
cooling.
• As exhaust gases flow from each
exhaust collector into an augmenter
tube, an area of low pressure is
created which draws additional
cooling air over the engine cylinders.
 COOLING SYSTEM
RECIPROCATING ENGINE- AIR
COOLING
AUGMENTOR SYSTEMS
• In an augmenter system, the exhaust gases from the engine are routed into a
collector and discharged into the inlet of a stainless steel augmenter tube.
• The flow of high-velocity exhaust gases creates an area of low pressure at the
inlet of the augmenter tube and draws air from above the engine through the
cylinder fins.
• The combination of exhaust gases and cooling air exits at the rear of the aug
menter tube.
 COOLING SYSTEM
RECIPROCATING ENGINE- AIR
COOLING
• BLAST TUBES
• Many engine installations use blast tubes to direct cooling air into inaccessible areas of an
engine compartment.
• A blast tube is basically a small pipe or duct that channels air from the main cooling
airstream onto heat-sensitive components.
• Engine accessories such as magnetos, alternators, and generators are often cooled using blast
tubes.
• Blast tubes, where used, are typically built into the baffles and are an integral part of the
baffle structure.
 COOLING SYSTEM
RECIPROCATING ENGINE- AIR
COOLING
HELICOPTER COOLING SYSTEMS
• Helicopters present unique problems when it comes to cooling an engine.
• For example, helicopter engines generally operate at a high rpm for prolonged periods of
time and, therefore, produce more heat.
• Furthermore, helicopters typically fly at much slower airspeeds than fixed-wing aircraft and
do not benefit from ram airflow.
• Since the downwash from the main rotor is insufficient to cool an engine an alternate
method of engine cooling is required.
• The most commonly used auxiliary engine cooling system in helicopters is a large belt-driven
cooling fan.
 COOLING SYSTEM
RECIPROCATING ENGINE- AIR
COOLING
HELICOPTER COOLING SYSTEMS
• As an example of a helicopter cooling fan assembly, consider the Bell 47 helicopter.
• The cooling fan is mounted on the front side of the engine and is driven by the
transmission fan quill assembly through two matched V-belts.
• The 1.2:1 quill gear ratio turns the fan at a higher speed than the engine in order to
distribute an adequate supply of cooling air to the engine.
 COOLING SYSTEM
RECIPROCATING ENGINE- AIR
COOLING
HELICOPTER COOLING
SYSTEMS
The cooling fan assembly on a Bell 47
helicopter is rotated by two V-belts
that are driven by the engine
transmission.
 COOLING SYSTEM
RECIPROCATING ENGINE- AIR
COOLING
HELICOPTER COOLING
SYSTEMS
Bell 47 helicopter
 COOLING SYSTEM
RECIPROCATING ENGINE- AIR
COOLING
HELICOPTER COOLING
SYSTEMS
V type Belt
 COOLING SYSTEM
RECIPROCATING ENGINE-
LIQUID-COOLING
• Liquid-cooled aircraft
engines are
constructed with a
metal water jacket
that surrounds the
cylinders.
 COOLING SYSTEM
RECIPROCATING ENGINE-
LIQUID-COOLING
• As coolant circulates in the water jacket, heat passes from the cylinder walls
and heads to the coolant.
• A coolant pump circulates the coolant in a pressurized loop from the water
jacket to a radiator, where heat is transferred from the coolant to the air.
• To allow for higher engine temperatures and a smaller radiator, many
liquid-cooled systems are pressurized.
 COOLING SYSTEM
RECIPROCATING ENGINE-
LIQUID-COOLING
• Although liquid-cooled engines have been the standard for automotive and industrial
engines for years, they have had limited success in aircraft.
• Early aircraft engine designs used liquid cooling; however, new air-cooled engine
designs became the standard for several reasons.
• The primary reason for this is that the need for a radiator, water jacket, coolant, and
other associated hoses and lines added a substantial amount of weight.
• In addition, air-cooled engines are not hampered by cold-weather operations as
severely as liquid-cooled engines.
 COOLING SYSTEM
RECIPROCATING ENGINE-
LIQUID-COOLING
• In spite of the disadvantages, liquid-cooled engines were used with great success in some
American and British-built WWII fighter aircraft.
• Two such aircraft were the P-38 Lightning and P-51 Mustang which flew with
liquid-cooled V-12 engines.
 COOLING SYSTEM
RECIPROCATING ENGINE-
LIQUID-COOLING
• A recently produced liquid-cooled engine, the Teledyne-Continental Voyager, uses a
mixture of 60 percent ethylene glycol and 40 percent water as a coolant.
• The coolant is circulated at a high velocity and the small radiator is located in an area
which produces the least amount of drag.
 COOLING SYSTEM RECIPROCATING ENGINE
TEMPERATURE INDICATING SYSTEMS

• The engine temperature can have a dramatic impact on engine performance.

• Therefore, most reciprocating engine powered aircraft are equipped with a
cylinder head temperature (CHT) gauge that allows you to monitor engine
temperatures.
 COOLING SYSTEM RECIPROCATING ENGINE
TEMPERATURE INDICATING SYSTEMS

• Most cylinder head temperature gauges are galvanometer-type meters that display
temperatures in degrees Fahrenheit.
• If you recall from your study of electricity, a galvanometer measures the amount of
electrical current produced by a thermocouple.
• A thermocouple is a circuit consisting of two dissimilar metal wires connected
together at two junctions to form a loop.
• Anytime a temperature difference exists between the two junctions, a small electrical
current is generated that is proportional to the temperature difference and measurable
by the galvanometer.
 COOLING SYSTEM RECIPROCATING ENGINE
TEMPERATURE INDICATING SYSTEMS
• The two junctions of a thermocouple circuit are commonly referred to as a hot
junction and a cold junction.
• The hot junction is installed in the cylinder head in one of two ways; the two
dissimilar wires may be joined inside a bayonet probe which is then inserted into
a special well in the top or rear of the hottest cylinder, or the wires may be
imbedded in a special copper spark plug gasket.
• The cold junction, or reference junction, on the other hand, is typically located
in the instrument case.
 COOLING SYSTEM RECIPROCATING ENGINE
TEMPERATURE INDICATING SYSTEMS

• Thermocouple instrument systems are polarized and extremely sensitive to resistance

changes within their electrical circuits.
• Therefore, several precautions must be observed when replacing or repairing them.
• First, be sure to observe all color-coding and polarity markings because accidentally
reversing the wires causes the meter to move off-scale on the zero side.
• In addition, ensure that all electrical connections are clean and torqued to the correct
value.
 COOLING SYSTEM RECIPROCATING ENGINE
TEMPERATURE INDICATING SYSTEMS
• Thermocouple wiring leads are typically supplied in matched pairs and secured
together by a common braid.
• Furthermore, the leads are a specified length, matched to the system to provide
accurate temperature indications.
• The length of the leads cannot be altered because doing so changes their resistance.
• In some cases, the wiring leads are permanently attached to a thermocouple,
necessitating the replacement of the entire wiring harness and ther mocouple if a
wire breaks or becomes damaged.
 COOLING SYSTEM RECIPROCATING ENGINE
TEMPERATURE INDICATING SYSTEMS
• Simple CHT systems use a single indicator that monitors the hottest cylinder.
With this type of system, overall engine temperature must be interpreted in a
general way.
• There are, however, more complex systems which monitor each cylinder and
can be set to warn you when a cylinder approaches its maximum temperature
limit.
COOLING SYSTEM RECIPROCATING ENGINE
AIR COOLING VS LIQUID COOLING
COOLING SYSTEM RECIPROCATING ENGINE
INSPECTION AND MAINTENANCE
• All cooling system components should be inspected during a 100-hour or
annual inspection.
• In addition, once a thorough visual inspection is complete, it should be
followed up with all necessary repairs or replacements.
• Some of the components that are typically inspected include the cowling,
cylinder fins, baffling, and cowl flaps.
COOLING SYSTEM RECIPROCATING ENGINE
INSPECTION AND MAINTENANCE
COWLING
• As you recall, only 15 to 30 percent of the total ram airflow enters the
cowling.
• Therefore, the aerodynamic shape of a cowling must be clean and smooth to
reduce drag and energy loss.
• This smoothness must be considered when accomplishing any repairs to a
cowling or adjusting alignment of cowl panels and access doors.
 COOLING SYSTEM RECIPROCATING ENGINE
INSPECTION AND MAINTENANCE
COWLING
• Cowl panels must be visually inspected for dents, tears, and cracks.
• Such damage causes weakness in the panel structure and increases drag by disrupting
the airflow.
• Furthermore, accumulations of dents and tears can lead to cracking and contribute to
corrosion.
• Internal construction of cowl panels should be examined closely to ensure that the
reinforcing ribs are not cracked and that the air seal is not damaged.
 COOLING SYSTEM RECIPROCATING ENGINE
INSPECTION AND MAINTENANCE
COWLING
• The cowl panel latches should be inspected for missing rivets and loose or damaged
handles.
• In addition, you should check the safety locks for damaged rivets and the condition
of the safety spring.
• Examine all support brackets carefully to verify the security of mounting and repair
any cracks found in accordance with the manufacturer's instructions.
• Early detection of breaks and cracks provide an opportunity to limit the damage and
extend the ser vice life of a cowling.
COOLING SYSTEM RECIPROCATING ENGINE
INSPECTION AND MAINTENANCE
CYLINDER COOLING FINS
• The condition of the cooling fins plays a large role in their effectiveness and
ability to provide adequate cylinder cooling.
• Therefore, cylinder cooling fins must be checked during each regular
inspection.
COOLING SYSTEM RECIPROCATING ENGINE
INSPECTION AND MAINTENANCE
CYLINDER COOLING FINS
• The cooling fins on an engine are designed with a precise surface area to dissipate a
certain amount of heat.
• Therefore, when cooling fins are broken off a cylinder, less fin area is available for
cooling.
• An engine's fin area is the total area (both sides of the fin) exposed to die air.
• Anytime an excessive amount of fin area is missing, the formation of hot spots can
occur on the cylinder.
COOLING SYSTEM RECIPROCATING ENGINE
INSPECTION AND MAINTENANCE
CYLINDER COOLING FINS
• The amount of fin damage permitted on a given cylinder is based on a
percentage of the total fin area and is established by the manufacturer.
• Therefore, when performing repairs to a cylinder's cooling fins, the engine
manufacturer's service or overhaul manual should be consulted to ensure the
repair is within limits.
COOLING SYSTEM RECIPROCATING ENGINE
INSPECTION AND MAINTENANCE
CYLINDER COOLING FINS
• Generally, cracks in cooling fins which do not extend into the cylinder head
may be repaired.
• A typical repair requires you to remove the damaged portion of the fin with a
die grinder and rotary file.
• After removing the damage, finish file the sharp edges to a smooth contour.
• The percentage of total fin area that is removed must not exceed the limits
established by the manufacturer.
COOLING SYSTEM RECIPROCATING ENGINE
INSPECTION AND MAINTENANCE
CYLINDER COOLING
FINS
When repairing a damaged
fin on a cylinder, you must
not remove any of the
primary cylinder casting. In
addition, fin loss near spark
plug openings or exhaust
ports can cause dangerous
local hot spots
COOLING SYSTEM RECIPROCATING ENGINE
INSPECTION AND MAINTENANCE
CYLINDER COOLING FINS
• Cracks at the edge of a fin may be filed or stop drilled to prevent the crack
from lengthening.
• In addition, any rough or sharp edges produced by broken fins may be filed
to a smooth contour if damage and/or repair limits are not exceeded.
COOLING SYSTEM RECIPROCATING ENGINE
INSPECTION AND MAINTENANCE
CYLINDER COOLING FINS
• If a cooling fin is inadvertently bent on an aluminum cylinder head and no
crack forms, the fin should be left alone.
• The reason for this is that aluminum cooling fins are very brittle and any
attempt to straighten them could cause them to crack or break.
COOLING SYSTEM RECIPROCATING ENGINE
INSPECTION AND MAINTENANCE
BAFFLES AND DEFLECTORS
• Inspections which reveal defects in cylinder baffles and deflectors must be
followed up with repairs to prevent loss of cooling efficiency.
• Since baffles are subject to constant vibration, work-hardening of the metal
occurs considerably faster than on other components.
• Work-hardening can make engine baffles extremely brittle which increases
the likelihood of fatigue cracking.
COOLING SYSTEM RECIPROCATING ENGINE
INSPECTION AND MAINTENANCE
BAFFLES AND DEFLECTORS
• Using an inspection mirror and light, examine the baffles, deflectors, and
shrouds for cracks, bent sections, dents, and loose attachment hardware.
• Small cracks that are just beginning can be stop-drilled and small dents can
be straightened.
• These types of repairs extend the service life of baffles by slowing their
deterioration.
 COOLING SYSTEM RECIPROCATING ENGINE
INSPECTION AND MAINTENANCE
BAFFLES AND DEFLECTORS
• When installing the cowling, take care to avoid damaging the air seals on the
inter-cylinder baffles and the aft vertical baffle.
• These air seals are typically made from plastic, rubber, or leather strips and must be
oriented to point in the direction shown in the manufacturer's service manual.
• Damaged air seals and improperly installed or loose baffles can cause cylinder hot
spots to develop.
• If burned paint is found on a cylinder during the inspection, it could be evidence of a
local hot spot.
COOLING SYSTEM RECIPROCATING ENGINE
INSPECTION AND MAINTENANCE
• COWL FLAPS
• Inspect the cowl flaps visually for security of mounting and for signs of
cracking.
• In addition, operate the cowl flaps to verify the condition of the hinges and
operating mechanism.
COOLING SYSTEM RECIPROCATING ENGINE
INSPECTION AND MAINTENANCE
COWL FLAPS
• If the cowl flaps were removed for maintenance, you must adjust them
properly during reinstallation.
• Proper adjustment helps ensure the correct tolerances for the "open" and
"closed" positions.
• Establishing the correct tolerance in both positions is of the utmost
importance for maintaining correct cylinder head temperatures.
COOLING SYSTEM RECIPROCATING ENGINE
INSPECTION AND MAINTENANCE
COWL FLAPS
• For example, cowl flaps which open too far will allow too much cooling air
to be drawn through the engine resulting in insufficient engine temperatures.
• On the other hand, cowl flaps which do not open far enough can cause
cylinder head temperatures to exceed the specified limits for a given
operating condition.
 TURBINE ENGINES- COOLING
SYSTEM
• Turbine engines, like reciprocating engines, are designed to convert heat energy into
mechanical energy.
• However, like a turbine engine, the combustion process is continuous and,
therefore, more heat is produced.
• Another difference is that, on turbine engines, most of the cooling air must pass
through the inside of the engine.
• If only enough air were admitted into a turbine engine to support combustion,
internal engine temperatures would rise to more than 4,000 degrees Fahrenheit.
 TURBINE ENGINES- COOLING
SYSTEM
• In practice, a typical turbine engine uses approximately 25 percent of the
total inlet air flow to support combustion.
• This airflow is often referred to as the engine's primary airflow.
• The remaining 75 percent is used for cooling, and is referred to as
secondary airflow.
 TURBINE ENGINES- COOLING
SYSTEM
• When the proper amount of air flows through a turbine engine, the outer
case will remain at a temperature between ambient and 1,000 degrees
Fahrenheit depending on the section of the engine.
• For example, at the compressor inlet, the outer case temperature will remain
at, or slightly above, the ambient air temperature.
• However, at the front of the turbine section where internal temperatures are
greatest, outer case temperatures can easily reach 1,000 degrees Fahrenheit.
TURBINE ENGINES- COOLING
SYSTEM
 TURBINE ENGINES- COOLING
SYSTEM
COOLING REQUIREMENTS
• To properly cool each section of an engine, all turbine engines must be
constructed with a fairly intricate internal air system.
• This system must take ram and/or bleed air and route it to several internal
components deep within the core of the engine.
• In most engines, the compressor, combustion, and turbine sections all utilize
cooling air to some degree.
 TURBINE ENGINES- COOLING
SYSTEM
NACELLE AND COMPRESSOR
• For the most part, an engine's nacelle and compressor are cooled by ram air as it
enters the engine.
• To do this, cooling air is typically directed between the engine case and nacelle.
• To properly direct the cooling air, a typical engine compartment is divided into two
sections; forward and aft.
• The forward section is constructed around the engine inlet duct while the aft section
encircles the engine.
• A seal separates the two sections and forms a barrier that prevents combustible fumes
that may be in the front section from passing into the aft section and igniting on the
engine case.
 TURBINE ENGINES- COOLING
SYSTEM
NACELLE AND COMPRESSOR
• In flight, ram air provides ample cooling for the two compartments.
However, on the ground, airflow is provided by the reduced pressure at the
rear of the nacelle.
• The low pressure area is created by the exhaust gases as they exit the exhaust
nozzle.
• The lower the pressure at the rear of the nozzle, the more air is drawn in
through the forward section.
TURBINE ENGINES- COOLING
SYSTEM
NACELLE AND COMPRESSOR
 TURBINE ENGINES- COOLING
SYSTEM
NACELLE AND COMPRESSOR
• As inlet air is compressed, its temperature increases.
• The heat produced by compression is, in turn, transferred to the components
within the compressor section.
• This heat, along with the heat produced by mechanical friction, typically
requires some cooling for the compressor main bearings.
• The cooling provided typically comes from bleed air that is taken from an
early compressor stage and directed over, or through the bearing
compartment.
TURBINE ENGINES- COOLING
 TURBINE ENGINES- COOLING
SYSTEM
COMBUSTION SECTION
• The combustion section in a turbine engine is where the fuel and air are
mixed and burned.
• A typical combustor consists of an outer casing with a perforated inner liner.
• The perforations are various sizes and shapes, all having a specific effect on
flame propagation and cooling.
 TURBINE ENGINES- COOLING
SYSTEM
COMBUSTION SECTION
• In order to allow the combustion section to mix the incoming fuel and air, and cool the
combustion gases, airflow through a combustor is divided into primary and secondary
paths.
• Approximately 25 percent of the incoming air is designated as primary while 75 percent
becomes secondary.
• Primary, or combustion air, is directed inside the liner in the front end of a combustor.
• As this air enters the combustor, it passes through a set of swirl vanes which give the
air a radial motion and slow down its axial velocity to about five or six feet per second.
 TURBINE ENGINES- COOLING
SYSTEM
TURBINE SECTION
• When a turbine section is designed, temperature is an important consideration.
• In fact, the most limiting factor in running a gas turbine engine is the temperature of
the turbine section.
• However, the higher an engine raises the temperature of the incoming air, the more
thrust an engine can produce.
• Therefore, the effectiveness of a turbine engine's cooling system plays a big role in
engine performance.
• In fact, many cooling systems allow the turbine vane and blade components to operate
in a thermal environment 600 to 800 degrees Fahrenheit above the temperature limits
of their metal alloys.
 TURBINE ENGINES- COOLING
SYSTEM
TURBINE SECTION
• One of the most common ways of cooling the components in the turbine section is
to use engine bleed air.
• For example, turbine disks absorb heat from hot gases passing near their rim and
from the blades through conduction.
• Because of this, disk rim temperatures are normally well above the temperature of
the disk portion nearest the shaft.
• To limit the effect of these temperature variations, cooling air is directed over each
side of the disk.
TURBINE ENGINES- COOLING
SYSTEM
TURBINE SECTION
 TURBINE ENGINES- COOLING
SYSTEM
TURBINE SECTION
• To sufficiently cool turbine nozzle vanes and turbine blades, compressor
bleed air is typically directed in through the hollow blades and out through
holes in the tip, leading edge, and trailing edge.
• This type of cooling is known as convection cooling or film cooling.
TURBINE ENGINES- COOLING
SYSTEM
TURBINE SECTION
 TURBINE ENGINES- COOLING
SYSTEM
TURBINE SECTION
• In addition to drilling holes in a turbine vane or blade, some nozzle vanes are
constructed of a porous, high-temperature material.
• In this case, bleed air is ducted into the vanes and exits through the porous
material.
• This type of cooling is known as transpiration cooling and is only used on
stationary nozzle vanes.
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TURBINE SECTION
• Modern engine designs incorporate many combinations of air cooling
methods that use low and high pressure air for both internal and surface
cooling of turbine vanes and blades.
• However, to provide additional cooling, the turbine vane shrouds may also be
perforated with cooling holes.
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TURBINE SECTION
• Some high-bypass turbofan engines have electronic engine controls which
feature active tip clearance control or ACC.
• ACC controls the thermal expansion rate of the turbine case by regulating
the flow of cooling air around the turbine case.
• This provides optimum turbine blade tip clearance which increases an
engine's efficiency.
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ENGINE INSULATION BLANKETS
• Engine insulation blankets are used to shield portions of an aircraft's
structure from the intense heat radiated by the exhaust duct.
• In addition, the use of blankets reduce the possibility of leaking fuel or oil
coining in contact with hot engine parts and accidentally igniting.
• Common places where insulation blankets may be used include the
combustion, turbine, and exhaust sections.
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ENGINE INSULATION BLANKETS
• Aluminum, glass fiber, and stainless steel are among the materials used in the
manufacture of engine insulation blankets.
• Several layers of fiberglass, aluminum foil, and silver foil are covered with a
stainless steel shroud to form a typical blanket.
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ENGINE INSULATION BLANKETS
• The fiberglass is a low-conductance material and the layers of metal foil act
as radiation shields.
• Each blanket is manufactured with a suitable covering that prevents it from
becoming oil-soaked.
• Although insulation blankets were used extensively on early engine
installations, they are typically not required with modern turbofan engine
installations.
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ENGINE INSULATION BLANKETS