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Powerplant

This document discusses aircraft powerplants and systems. It covers topics like types of landing gear, engines, propellers, electrical and fuel systems. Regarding engines, it notes benefits of jet engines over piston engines like less vibration, longer time between overhauls, higher thrust output, and the ability to fly at higher altitudes. It also discusses compressor stalls being a common cause of jet engine failure, with signs an engine may fail including low oil pressure, high oil temperature, dropping fuel flow, engine roughness, and visible leaks or smoke from the engine.

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Christine Pua
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30 views64 pages

Powerplant

This document discusses aircraft powerplants and systems. It covers topics like types of landing gear, engines, propellers, electrical and fuel systems. Regarding engines, it notes benefits of jet engines over piston engines like less vibration, longer time between overhauls, higher thrust output, and the ability to fly at higher altitudes. It also discusses compressor stalls being a common cause of jet engine failure, with signs an engine may fail including low oil pressure, high oil temperature, dropping fuel flow, engine roughness, and visible leaks or smoke from the engine.

Uploaded by

Christine Pua
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PPTX, PDF, TXT or read online on Scribd
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AIRCRAFT POWERPLANT AND

AIRCRAFT SYSTEMS
LANDING GEAR
TYPES OF LANDING GEAR
FIXED AND RETRACTABLE LANDING GEAR
SHOCK ABSORBING
AND NON-SHOCK
ABSORBING LANDING
GEAR
SPRING STEEL STRUTS
RIGID STRUTS
BUNGEE CORDS
SHOCK STRUTS
BRAKES
STEERING
TYPES OF ENGINES

• Radial

• V-Type

• In-line

• Opposed
BASIC
PRINCIPLES
THE 4-STROKES
IGNITION
SYSTEM
WHY DO AIRCRAFT ENGINES HAVE TWO SPARK
PLUGS PER CYLINDER?

• Reliability

• More Power

• Even Combustion
SPARK PLUG FOULING
CESSNA 152
FUEL SYSTEM
FUEL PRIMER
FUEL TYPES &
COLORS
THE CARBURETOR & MIXTURE
CONTROL
CARBURETOR
ICING
CARBURETOR HEATING
OIL SYSTEM
COOLING SYSTEM
AIR COOLING
LIQUID COOLING \
TYPES OF PROPELLERS
TACHOMETER
AIRCRAFT ELECTRICAL
SYSTEMS
ALTERNATORS
BATTERY
MASTER SWITCH
BUS BAR, FUSES,
AND CIRCUIT
BREAKERS
DIAGRAM
VOLTAGE
REGULATOR
AMMETER/LOADMETER
LOADMETER/STATIC WICK
VACUUM PRESSURE
AIRCRAFT LIGHTS
FLAPS
PLAIN FLAPS
SPLIT FLAP
SLOTTED FLAP
FOWLER FLAP
CONTROL SURFACE TABS
TRIM TABS
CPL PAGES
BENEFITS OF JETS OVER PISTON POWERED
AIRPLANES
● Less Vibration: There's no reciprocating motion in turbine engines, so vibration is reduced. This eases wear on engine components.
● Time Between Overhaul: The typical TBO on a Cessna 172 engine is around 2,000 hours, whereas a typical jet overhaul is done at well over 10,000 hours.

● Propeller Thrust Limitations: A propeller can only spin so fast before it actually begins to stall due to air separation. At supersonic speeds, jet engine intakes
are designed to slow the air to subsonic speeds before entering.
● More Overall Thrust Produced: Gas turbine engines produce constant power, while 1/4 of the strokes produce power on a 4 cylinder reciprocating engine.
Like a natural turbocharger, ram recovery in jet engines starts at about 60 knots, where air density begins to be recovered due to a higher speed and
compression of intake air.
● Higher Altitude: The ram recovery example stated above is one reason why jet engines can fly to a higher altitude. This means weather avoidance, strong
tailwinds (or headwinds), and more efficiency.
● Power To Weight Ratio: The power to weight ratio produced by a reciprocating engine, like one found on a C172, is much smaller than that on a turbine
engine, where significantly more power is produced per pound of weight.
● Simple Pilot Controls: Forget the run-up, leaning, or propeller control knob. Thrust levers are usually the only power controls you'll deal with.
REASONS • Compressor stalls are a leading cause for emergency
shutdowns on gas turbine engines. Remember
COMPRESSOR Captain Sullenberger's Miracle on the Hudson? That

STALLS CAUSE was a double engine compressor stall caused by


multiple bird strikes.
JET ENGINE
FAILURES
• Airflow normally moves uniformly through a jet engine.
When it's disrupted or distorted as it enters the engine,
there's a high risk for a compressor stall.
• The most common reasons for
disrupted air entering the engine are:
foreign object damage (like a bird
strike), worn or dirty compressor
components, in-flight icing,
operations outside the design
envelope, and improper engine
handling.

• This turbulent airflow entering a


turbine engine is bad news. The ratio
of air to the set RPM is now
incompatible.
•Compressor stalls are serious business, because they can either result in
short, rapid loss of compressor performance or engine surging and complete
loss of compression.
• In the case of Captain Sullenberger, multiple bird strikes damaged both
engines onboard the US Airways A320, causing compressor stalls and
engine failures.
• What are the most common signs that an engine is about to fail?
Don't forget to include these items in your cockpit scan..

9 SIGNS YOUR
ENGINE IS
ABOUT TO FAIL
LOW OIL PRESSURE
• Oil is the lifeblood of your engine, keeping things cool,
lubricated, and clean. If you notice dropping oil pressure, you
might have a broken or cracked oil line and should plan on an
engine failure.
HIGH OIL
TEMPERATURE
• Like low oil pressure, high oil temperature usually
occurs when there's not enough oil inside the engine.
The trace amount of oil remaining is circulating
quickly throughout the engine and is struggling to
keep things cool and lubricated.
• If you notice a drop in fuel
flow, you might have an
issue with a fuel pump,
valve, or even a fuel line
leak. The most common
solution in checklists is to
turn on the auxiliary fuel
pump to re-introduce
pressurized fuel to the
system. If that doesn't work,
your engine will quit if fuel
flow continues to decrease.

DROPPING FUEL FLOW


FUEL STARVATION • This one sounds pretty self-explanatory, but it's the most common reason
engines fail. If you're running off of a near-empty tank, you're putting
yourself into a pretty bad spot.
ENGINE
ROUGHNESS
• There's a variety of reasons an engine
might run rough. Damaged
components, carburetor ice, and
improper mixture management are
some of the most common reasons. If
you don't try to find the cause or a
solution, you're putting yourself at
risk for a total engine failure.
DROP IN RPM OR
MANIFOLD
PRESSURE
• A drop in RPM or Manifold Pressure in a carbureted
airplane is a good sign that your engine has carburetor
ice. If you don't correct the problem with carburetor heat,
more ice could build up and cut off the fuel/air mixture
required for the engine to run.
RISING
MANIFOLD
PRESSURE
• airplanes equipped with a constant speed
propeller, a rise in manifold pressure
could be a sign that your engine is about
to fail or already has. As the engine fails,
air pressure inside the engine will begin
to return to ambient air pressure. For
instance, if you're flying with 22 inches
of manifold pressure and experience an
engine failure on a standard day at sea
level, manifold pressure in that engine
will rise to approximately 29.92 inches.
VISIBLE LEAKS,
FLAMES, OR SMOKE
• Notice fuel or oil steaming down the cowling, wings, or
fuselage? Even worse, do you see flames or smoke coming
from the cowling of your engine? These are some of the most
dangerous signs of an oncoming engine failure.
CATASTROPHIC FAILURES • It may sound crazy, but if an engine component has a catastrophic failure, parts
have been known to rip through the cowling and fly away. Entire pistons have
ripped free of their connections in rare cases, puncturing the cowling and causing
the engine to vibrate to the point of destruction. If you don't shut down the engine
after a failure like this, you could be at risk for the engine ripping itself and the
plane apart.

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