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Aircraft Structure Zoning System
Zoning of large aircraft is specified by the Air Transport Association of America in the ATA- Specification. A zone is identified by one of three indicators, depending upon whether it is a major zone, major sub- zone, or simply a zone.
Major zones are identified by three digit numbers as follows:
Major Zone Area No. 100 Lower half of the fuselage to the rear pressure bulkhead (below the main cabin deck). 200 Upper half of the fuselage to the rear pressure bulkhead. 300 Empennage, including fuselage aft of the rear pressure bulkhead. 400 Power plants and struts or pylons. 500 Left wing. 600 Right wing. 700 Landing gear and landing gear doors. 800 Doors. 900 Reserved for uncommon differences between aircraft types not covered by standard series numbers. The standard series is from 100 to 800 and the special series numbers are in the 900 bracket.
Aircraft electrical systems and why they operate at 400 Hz
frequency
by Aspi Wadia of GE Aircraft Engines As aircraft fly higher, faster and grow larger, the services that the power supply has to satisfy also grow more complex. In civil aircraft this means more power to the galley units, environmental control and passenger entertainment systems, while military aircraft require more power sensors and weapon systems. Both have increased power demands for actuators, lighting systems, avionics and heating. There are several different power sources on aircraft to power the aircraft electrical systems. These power sources include: engine driven AC generators, auxiliary power units (APUs), external power and ram air turbines. The primary function of an aircraft electrical system is to generate, regulate and distribute electrical power throughout the aircraft. The aircraft electrical power system is used to operate (a) aircraft flight instruments, (b) essential systems such as anti-icing etc. and (c) passenger services. Essential power is power that the aircraft needs to be able to continue safe operation. Passenger services power is the power that is used for cabin lighting, operation of entertainment systems and preparation of food. Aircraft electrical components operate on many different voltages both AC and DC. However, most of the aircraft systems use 115 volts (V) AC at 400 hertz (Hz) or 28 volts DC. 26 volts AC is also used in some aircraft for lighting purposes. DC power is generally provided by “self-exciting” generators containing electromagnetics, where the power is generated by a commutator which regulates the output voltage of 28 volts DC. AC power, normally at a phase voltage of 115 V, is generated by an alternator, generally in a three-phase system and at a frequency of 400 Hz. Higher than usual frequencies, such as 400 Hz, offer several advantages over 60 Hz – notably in allowing smaller, lighter power supplies to be used for military hardware, commercial aircraft operations and computer applications. As aircraft space is at a premium and weight is critical to aircraft engine thrust and fuel burn (and thus the aircraft range and engine horsepower per pound), 115 volts at 400 Hz offers a distinct advantage and is much better than the usual 60 Hz used in utility power generation. However, higher frequencies are also more sensitive to voltage drop problems. There are two types of drops: resistive and reactive. Resistive losses are a function of current flowing through a conductor with respect to the length and size of the conductor. This is the most important factor in controlling resistive power loss and applies regardless of frequency. The short transmission range of higher frequencies is not a factor in most airborne applications. Reactive drops, on the other hand, are caused by the inductive properties of the conductor. Reactive drops are a function of both cable length and the AC frequency flowing through the conductor. With high frequencies such as 400 Hz, reactive drops are up to seven times greater at 60 Hz. This raises an interesting question: can you run a 400 Hz device at 60 Hz.? If you try this, smoke and fire are certain to result. The lower winding inductance draws a much higher current at a set voltage, saturates the iron, and burns up. However, there is a simple workaround using fundamental principles of flux density. A 400 Hz device will usually run just fine on 60 Hz if you lower the voltage to 60/400ths or 0.15. The same current will produce the same magnetic flux, and the device will operate happily.
Main components of a reciprocating engine The basic principle for reciprocating engines involves the conversion of chemical energy, in the form of fuel, into mechanical energy. This occurs within the cylinders of the engine through a process known as the four-stroke operating cycle. These strokes are called intake, compression, power, and exhaust. Four-stroke Cycle The intake stroke begins as the piston starts its downward travel. When this happens, the intake valve opens and the fuel/air mixture is drawn into the cylinder. The compression stroke begins when the intake valve closes and the piston starts moving back to the top of the cylinder. This phase of the cycle is used to obtain a much greater power output from the fuel/air mixture once it is ignited. The power stroke begins when the fuel/air mixture is ignited. This causes a tremendous pressure increase in the cylinder, and forces the piston downward away from the cylinder head, creating the power that turns the crankshaft. The exhaust stroke is used to purge the cylinder of burned gases. It begins when the exhaust valve opens and the piston starts to move toward the cylinder head once again. Even when the engine is operated at a fairly low speed, the four-stroke cycle takes place several hundred times each minute. In a four-cylinder engine, each cylinder operates on a different stroke. Continuous rotation of a crankshaft is maintained by the precise timing of the power strokes in each cylinder. Continuous operation of the engine depends on the simultaneous function of auxiliary systems, including the induction, ignition, fuel, oil, cooling, and exhaust systems. Propeller The propeller is a rotating airfoil, subject to induced drag, stalls, and other aerodynamic principles that apply to any airfoil. It provides the necessary thrust to pull, or in some cases push, the airplane through the air. The engine power is used to rotate the propeller, which in turn generates thrust very similar to the manner in which a wing produces lift. The amount of thrust produced depends on the shape of the airfoil, the angle of attack of the propeller blade, and the r.p.m. of the engine. The propeller itself is twisted so the blade angle changes from hub to tip. The greatest angle of incidence, or the highest pitch, is at the hub while the smallest pitch is at the tip.
Changes in propeller blade angle from hub to tip The reason for the twist is to produce uniform lift from the hub to the tip. As the blade rotates, there is a difference in the actual speed of the various portions of the blade. The tip of the blade travels faster than that part near the hub, because the tip travels a greater distance than the hub in the same length of time. Changing the angle of incidence (pitch) from the hub to the tip to correspond with the speed produces uniform lift throughout the length of the blade. If the propeller blade was designed with the same angle of incidence throughout its entire length, it would be inefficient, because as airspeed increases in flight, the portion near the hub would have a negative angle of attack while the blade tip would be stalled. Relationship of travel distance and speed of various portions of propeller blade Small airplanes are equipped with either one of two types of propellers. One is the fixed-pitch, and the other is the controllable-pitch. Fixed-pitch propeller The pitch of this propeller is set by the manufacturer, and cannot be changed. With this type of propeller, the best efficiency is achieved only at a given combination of airspeed and r.p.m. There are two types of fixed-pitch propellers—the climb propeller and the cruise propeller. Whether the airplane has a climb or cruise propeller installed depends upon its intended use: The climb propeller has a lower pitch, therefore less drag. Less drag results in higher r.p.m. and more horsepower capability, which increases performance during take-offs and climbs, but decreases performance during cruising flight. The cruise propeller has a higher pitch, therefore more drag. More drag results in lower r.p.m. and less horsepower capability, which decreases performance during take-offs and climbs, but increases efficiency during cruising flight. The propeller is usually mounted on a shaft, which may be an extension of the engine crankshaft. In this case, the r.p.m. of the propeller would be the same as the crankshaft r.p.m. On some engines, the propeller is mounted on a shaft geared to the engine crankshaft. In this type, the r.p.m. of the propeller is different than that of the engine. In a fixed-pitch propeller, the tachometer is the indicator of engine power. Engine r.p.m. is indicated on the Tachometer A tachometer is calibrated in hundreds of r.p.m., and gives a direct indication of the engine and propeller r.p.m. The instrument is color-coded, with a green arc denoting the maximum continuous operating r.p.m.
increases to maintain the selected r.p.m. until the high pitch stop is reached. Once this occurs, the blade angle cannot increase any further and engine r.p.m. increases. On airplanes that are equipped with a constant-speed propeller, power output is controlled by the throttle and indicated by a manifold pressure gauge. The gauge measures the absolute pressure of the fuel/air mixture inside the intake manifold and is more correctly a measure of manifold absolute pressure (MAP). At a constant r.p.m. and altitude, the amount of power produced is directly related to the fuel/air flow being delivered to the combustion chamber. As you increase the throttle setting, more fuel and air is flowing to the engine; therefore, MAP increases. When the engine is not running, the manifold pressure gauge indicates ambient air pressure (i.e., 29.92 in. Hg). When the engine is started, the manifold pressure indication will decrease to a value less than ambient pressure (i.e., idle at 12 in. Hg). Correspondingly, engine failure or power loss is indicated on the manifold gauge as an increase in manifold pressure to a value corresponding to the ambient air pressure at the altitude where the failure occurred. Engine power output is indicated on the manifold pressure gauge The manifold pressure gauge is color-coded to indicate the engine´s operating range. The face of the manifold pressure gauge contains a green arc to show the normal operating range, and a red radial line to indicate the upper limit of manifold pressure. For any given r.p.m., there is a manifold pressure that should not be exceeded. If manifold pressure is excessive for a given r.p.m., the pressure within the cylinders could be exceeded, thus placing undue stress on the cylinders. If repeated too frequently, this stress could weaken the cylinder components, and eventually cause engine failure. You can avoid conditions that could overstress the cylinders by being constantly aware of the r.p.m., especially when increasing the manifold pressure. Conform to the manufacturer´s recommendations for power settings of a particular engine so as to maintain the proper relationship between manifold pressure and r.p.m.
When both manifold pressure and r.p.m. need to be changed , avoid engine overstress by making
power adjustments in the proper order: When power settings are being decreased, reduce manifold pressure before reducing r.p.m. If r.p.m. is reduced before manifold pressure, manifold pressure will automatically increase and possibly exceed the manufacturer´s tolerances. When power settings are being increased, reverse the order—increase r.p.m. first, then manifold pressure. To prevent damage to radial engines, operating time at maximum r.p.m. and manifold pressure must be held to a minimum, and operation at maximum r.p.m. and low manifold pressure must be avoided.
Under normal operating conditions, the most severe wear, fatigue, and damage to high performance reciprocating engines occurs at high r.p.m. and low manifold pressure. Aerodynamics of the propeller Induction systems The induction system brings in air from the outside, mixes it with fuel, and delivers the fuel/air mixture to the cylinder where combustion occurs. Outside air enters the induction system through an intake port on the front of the engine cowling. This port normally contains an air filter that inhibits the entry of dust and other foreign objects. Since the filter may occasionally become clogged, an alternate source of air must be available. Usually, the alternate air comes from inside the engine cowling, where it bypasses a clogged air filter. Some alternate air sources function automatically, while others operate manually. Two types of induction systems are commonly used in small airplane engines: the carburetor system, which mixes the fuel and air in the carburetor before this mixture enters the intake manifold, and the fuel injection system, which mixes the fuel and air just before entry into each cylinder. Carburetor systems Carburetors are classified as either float-type or pressure-type. Pressure carburetors are usually not found on small airplanes. The basic difference between a pressure carburetor and a float-type is the pressure carburetor delivers fuel under pressure by a fuel pump. In the operation of the float-type carburetor system, the outside air first flows through an air filter, usually located at an air intake in the front part of the engine cowling. This filtered air flows into the carburetor and through a venturi, a narrow throat in the carburetor. When the air flows through the venturi, a low-pressure area is created, which forces the fuel to flow through a main fuel jet located at the throat. The fuel then flows into the airstream, where it is mixed with the flowing air. Float-type carburetor The fuel/air mixture is then drawn through the intake manifold and into the combustion chambers, where it is ignited. The “float-type carburetor” acquires its name from a float, which rests on fuel within the float chamber. A needle attached to the float opens and closes an opening at the bottom of the carburetor bowl.
restricts the flow of the fuel/air mixture and reduces power. If enough ice builds up, the engine may cease to operate. Carburetor ice is most likely to occur when temperatures are below 70°F (21°C) and the relative humidity is above 80 percent. However, due to the sudden cooling that takes place in the carburetor, icing can occur even with temperatures as high as 100°F (38°C) and humidity as low as 50 percent. This temperature drop can be as much as 60 to 70°F. Therefore, at an outside air temperature of 100°F, a temperature drop of 70°F results in an air temperature in the carburetor of 30°F. Although carburetor ice is most likely to form when the temperature and humidity are in ranges, carburetor ice is possible under conditions The first indication of carburetor icing in an airplane with a fixed-pitch propeller is a decrease in engine r.p.m., which may be followed by engine roughness. In an airplane with a constant-speed propeller, carburetor icing usually is indicated by a decrease in manifold pressure, but no reduction in r.p.m. Propeller pitch is automatically adjusted to compensate for loss of power. Thus, a constant r.p.m. is maintained. Although carburetor ice can occur during any phase of flight, it is particularly dangerous when using reduced power during a descent. Under certain conditions, carburetor ice could build unnoticed until you try to add power. To combat the effects of carburetor ice, engines with float-type carburetors employ a carburetor heat system. Carburetor heat Carburetor heat is an anti-icing system that preheats the air before it reaches the carburetor. Carburetor heat is intended to keep the fuel/air mixture above the freezing temperature to prevent the formation of carburetor ice. Carburetor heat can be used to melt ice that has already formed in the carburetor provided that the accumulation is not too great. The emphasis, however, is on using carburetor heat as a preventative measure. The carburetor heat should be checked during the engine runup. When using carburetor heat, follow the manufacturer´s recommendations. When conditions are conducive to carburetor icing during flight, periodic checks should be made to detect its presence. If detected, full carburetor heat should be applied immediately, and it should be left in the ON position until you are certain that all the ice has been removed. If ice is present, applying partial heat or leaving heat on for an insufficient time might aggravate the situation. In extreme cases of carburetor icing, even after the ice has been removed, full carburetor heat should be used to prevent further ice formation. A carburetor temperature gauge, if installed, is very useful in determining when to use carburetor heat. Whenever the throttle is closed during flight, the engine cools rapidly and vaporization of the fuel is less complete than if the engine is warm. Also, in this condition, the engine is more susceptible to carburetor icing. Therefore, if you suspect carburetor icing conditions and anticipate closed-throttle operation, adjust the carburetor heat to the full ON position before closing the throttle, and leave it on during the
closed-throttle operation. The heat will aid in vaporizing the fuel, and help prevent the formation of carburetor ice. Periodically, open the throttle smoothly for a few seconds to keep the engine warm, otherwise the carburetor heater may not provide enough heat to prevent icing. The use of carburetor heat causes a decrease in engine power, sometimes up to 15 percent, because the heated air is less dense than the outside air that had been entering the engine. This enriches the mixture. When ice is present in an airplane with a fixed-pitch propeller and carburetor heat is being used, there is a decrease in r.p.m., followed by a gradual increase in r.p.m. as the ice melts. The engine also should run more smoothly after the ice has been removed. If ice is not present, the r.p.m. will decrease, then remain constant. When carburetor heat is used on an airplane with a constant-speed propeller, and ice is present, a decrease in the manifold pressure will be noticed, followed by a gradual increase. If carburetor icing is not present, the gradual increase in manifold pressure will not be apparent until the carburetor heat is turned off. It is imperative that a pilot recognizes carburetor ice when it forms during flight. In addition, a loss of power, altitude, and/or airspeed will occur. These symptoms may sometimes be accompanied by vibration or engine roughness. Once a power loss is noticed, immediate action should be taken to eliminate ice already formed in the carburetor, and to prevent further ice formation. This is accomplished by applying full carburetor heat, which will cause a further reduction in power, and possibly engine roughness as melted ice goes through the engine. These symptoms may last from 30 seconds to several minutes, depending on the severity of the icing. During this period, the pilot must resist the temptation to decrease the carburetor heat usage. Carburetor heat must remain in the full-hot position until normal power returns. Since the use of carburetor heat tends to reduce the output of the engine and also to increase the operating temperature, carburetor heat should not be used when full power is required (as during takeoff) or during normal engine operation, except to check for the presence or to remove carburetor ice. Carburetor air temperature gauge Some airplanes are equipped with a carburetor air temperature gauge, which is useful in detecting potential icing conditions. Usually, the face of the gauge is calibrated in degrees Celsius (°C), with a yellow arc indicating the carburetor air temperatures where icing may occur. This yellow arc typically ranges between -15°C and +5°C (5°F and 41°F). If the air temperature and moisture content of the air are such that carburetor icing is improbable, the engine can be operated with the indicator in the yellow range with no adverse effects. However, if the atmospheric conditions are conducive to carburetor icing, the indicator must be kept outside the yellow arc by application of carburetor heat. Certain carburetor air temperature gauges have a red radial, which indicates the maximum permissible carburetor inlet air temperature recommended by the engine manufacturer; also, a green arc may be included to indicate the normal operating range.
Disadvantages usually include: Difficulty in starting a hot engine Vapor locks during ground operations on hot days Problems associated with restarting an engine that quits because of fuel starvation. Superchargers and turbosuperchargers To increase an engine´s horsepower, manufacturers have developed supercharger and turbo supercharger systems that compress the intake air to increase its density. Airplanes with these systems have a manifold pressure gauge, which displays manifold absolute pressure (MAP) within the engine´s intake manifold. On a standard day at sea level with the engine shut down, the manifold pressure gauge will indicate the ambient absolute air pressure of 29.92 in. Hg. Because atmospheric pressure decreases approximately 1 in. Hg per 1,000 feet of altitude increase, the manifold pressure gauge will indicate approximately 24. in. Hg at an airport that is 5,000 feet above sea level with standard day conditions. As a normally aspirated aircraft climbs, it eventually reaches an altitude where the MAP is insufficient for a normal climb. That altitude limit is the aircraft´s service ceiling, and it is directly affected by the engine ´s ability to produce power. If the induction air entering the engine is pressurized, or boosted, by either a supercharger or a turbo supercharger, the aircraft´s service ceiling can be increased. With these systems, you can fly at higher altitudes with the advantage of higher true airspeeds and the increased ability to circumnavigate adverse weather. Superchargers A supercharger is an engine-driven air pump or compressor that increases manifold pressure and forces the fuel/air mixture into the cylinders. The higher the manifold pressure, the more dense the fuel/air mixture, and the more power an engine can produce. With a normally aspirated engine, it is not possible to have manifold pressure higher than the existing atmospheric pressure. A supercharger is capable of boosting manifold pressure above 30 in. Hg. The components in a supercharged induction system are similar to those in a normally aspirated system, with the addition of a supercharger between the fuel metering device and intake manifold. A supercharger is driven by the engine through a gear train at one speed, two speeds, or variable speeds. In addition, superchargers can have one or more stages. Each stage provides an increase in pressure. Therefore, superchargers may be classified as single stage, two stage, or multistage, depending on the number of times compression occurs. An early version of a single-stage, single-speed supercharger may be referred to as a sea-level supercharger. An engine equipped with this type of supercharger is called a sea-level engine. With this type of supercharger, a single gear-driven impeller is used to increase the power produced by an engine at all altitudes. The drawback, however, is that with this type of supercharger, engine power output still decreases with an increase in altitude, in the same way that it does with a normally aspirated engine.
Single-stage, single-speed superchargers are found on many high-powered radial engines, and use an air intake that faces forward so the induction system can take full advantage of the ram air. Intake air passes through ducts to a carburetor, where fuel is metered in proportion to the airflow. The fuel/air charge is then ducted to the supercharger, or blower impeller, which accelerates the fuel/air mixture outward. Once accelerated, the fuel/air mixture passes through a diffuser, where air velocity is traded for pressure energy. After compression, the resulting high pressure fuel/air mixture is directed to the cylinders. Some of the large radial engines developed during World War II have a single-stage, two-speed supercharger. With this type of supercharger, a single impeller may be operated at two speeds. The low impeller speed is often referred to as the low blower setting, while the high impeller speed is called the high blower setting. On engines equipped with a two-speed supercharger, a lever or switch in the cockpit activates an oil-operated clutch that switches from one speed to the other. Under normal operations, take-off is made with the supercharger in the low blower position. In this mode, the engine performs as a ground-boosted engine, and the power output decreases as the aircraft gains altitude. However, once the aircraft reaches a specified altitude, a power reduction is made, and the supercharger control is switched to the high blower position. The throttle is then reset to the desired manifold pressure. An engine equipped with this type of supercharger is called an altitude engine. Power output of normally aspirated engine compared to a single-stage, two-speed supercharged engine Turbo superchargers The most efficient method of increasing horsepower in a reciprocating engine is by use of a turbo supercharger, or turbocharger, as it is usually called. A drawback of gear-driven superchargers is that they use a large amount of the engine´s power output for the amount of power increase they produce. This problem is avoided with a turbocharger, because turbochargers are powered by an engine´s exhaust gases. This means a turbocharger recovers energy from hot exhaust gases that would otherwise be lost. Another advantage of turbochargers is that they can be controlled to maintain an engine´s rated sea- level horsepower from sea level up to the engine´s critical altitude. Critical altitude is the maximum altitude at which a turbocharged engine can produce its rated horsepower. Above the critical altitude, power output begins to decrease like it does for a normally aspirated engine. Turbochargers increase the pressure of the engine´s induction air, which allows the engine to develop sea level or greater horsepower at higher altitudes. A turbocharger is comprised of two main elements —a turbine and a compressor. The compressor section houses an impeller that turns at a high rate of speed. As induction air is drawn across the impeller blades, the impeller accelerates the air, allowing a large volume of air to be drawn into the compressor housing. The impeller´s action subsequently produces high-pressure, high-density air, which is delivered to the engine. To turn the impeller, the engine´s exhaust gases are used to drive a turbine wheel that is mounted on the opposite end of the impeller´s drive shaft. By directing different amounts of exhaust gases to flow over the turbine, more
These deposits rapidly deteriorate the turbocharger´s efficiency and service life. For further limitations, refer to the AFM/POH. High altitude performance As an aircraft equipped with a turbocharging system climbs, the waste gate is gradually closed to maintain the maximum allowable manifold pressure. At some point, however, the waste gate will be fully closed, and with further increases in altitude, the manifold pressure will begin to decrease. This is the critical altitude, which is established by the airplane or engine manufacturer. When evaluating the performance of the turbocharging system, if the manifold pressure begins decreasing before the specified critical altitude, the engine and turbocharging system should be inspected by a qualified aviation maintenance technician to verify the system´s proper operation. Turbine engines Ignition system The ignition system provides the spark that ignites the fuel/air mixture in the cylinders and is made up of magnetos, spark plugs, high-tension leads, and the ignition switch. Ignition system components A magneto uses a permanent magnet to generate an electrical current completely independent of the aircraft´s electrical system. The magneto generates sufficiently high voltage to jump a spark across the spark plug gap in each cylinder. The system begins to fire when you engage the starter and the crankshaft begins to turn. It continues to operate whenever the crankshaft is rotating. Most standard certificated airplanes incorporate a dual ignition system with two individual magnetos, separate sets of wires, and spark plugs to increase reliability of the ignition system. Each magneto operates independently to fire one of the two spark plugs in each cylinder. The firing of two spark plugs improves combustion of the fuel/air mixture and results in a slightly higher power output. If one of the magnetos fails, the other is unaffected. The engine will continue to operate normally, although you can expect a slight decrease in engine power. The same is true if one of the two spark plugs in a cylinder fails. The operation of the magneto is controlled in the cockpit by the ignition switch. The switch has five positions: OFF R—Right L—Left BOTH START
With RIGHT or LEFT selected, only the associated magneto is activated. The system operates on both magnetos with BOTH selected. You can identify a malfunctioning ignition system during the pretakeoff check by observing the decrease in r.p.m. that occurs when you first move the ignition switch from BOTH to RIGHT, and then from BOTH to LEFT. A small decrease in engine r.p.m. is normal during this check. The permissible decrease is listed in the AFM or POH. If the engine stops running when you switch to one magneto or if the r.p.m. drop exceeds the allowable limit, do not fly the airplane until the problem is corrected. The cause could be fouled plugs, broken or shorted wires between the magneto and the plugs, or improperly timed firing of the plugs. It should be noted that “no drop” in r.p.m. is not normal, and in that instance, the airplane should not be flown. Following engine shutdown, turn the ignition switch to the OFF position. Even with the battery and master switches OFF, the engine can fire and turn over if you leave the ignition switch ON and the propeller is moved because the magneto requires no outside source of electrical power. The potential for serious injury in this situation is obvious. Loose or broken wires in the ignition system also can cause problems. For example, if the ignition switch is OFF, the magneto may continue to fire if the ignition switch ground wire is disconnected. If this occurs, the only way to stop the engine is to move the mixture lever to the idle cutoff position, then have the system checked by a qualified aviation maintenance technician. Combustion During normal combustion, the fuel/air mixture burns in a very controlled and predictable manner. Although the process occurs in a fraction of a second, the mixture actually begins to burn at the point where it is ignited by the spark plugs, then burns away from the plugs until it is all consumed. This type of combustion causes a smooth buildup of temperature and pressure and ensures that the expanding gases deliver the maximum force to the piston at exactly the right time in the power stroke. Normal combustion and explosive combustion Detonation is an uncontrolled, explosive ignition of the fuel/air mixture within the cylinder´s combustion chamber. It causes excessive temperatures and pressures which, if not corrected, can quickly lead to failure of the piston, cylinder, or valves. In less severe cases, detonation causes engine overheating, roughness, or loss of power. Detonation is characterized by high cylinder head temperatures, and is most likely to occur when operating at high power settings. Some common operational causes of detonation include: Using a lower fuel grade than that specified by the aircraft manufacturer Operating with extremely high manifold pressures in conjunction with low r.p.m. Operating the engine at high power settings with an excessively lean mixture Detonation also can be caused by extended ground operations, or steep climbs where cylinder cooling is reduced.
Gravity-feed and fuel-pump systems Fuel pumps Airplanes with fuel pump systems have two fuel pumps. The main pump system is engine driven, and an electrically driven auxiliary pump is provided for use in engine starting and in the event the engine pump fails. The auxiliary pump, also known as a boost pump, provides added reliability to the fuel system. The electrically driven auxiliary pump is controlled by a switch in the cockpit. Fuel primer Both gravity fed and pump systems may incorporate a fuel primer into the system. The primer is used to draw fuel from the tanks to vaporize it directly into the cylinders prior to starting the engine. This is particularly helpful during cold weather, when engines are hard to start because there is not enough heat available to vaporize the fuel in the carburetor. It is important to lock the primer in place when it is not in use. If the knob is free to move, it may vibrate out during flight and can cause an excessively rich mixture. To avoid overpriming, read the priming instructions for your airplane. Fuel tanks The fuel tanks, normally located inside the wings of an airplane, have a filler opening on top of the wing through which they can be filled. A filler cap covers this opening. The tanks are vented to the outside to maintain atmospheric pressure inside the tank. They may be vented through the filler cap or through a tube extending through the surface of the wing. Fuel tanks also include an overflow drain that may stand alone or be collocated with the fuel tank vent. This allows fuel to expand with increases in temperature without damage to the tank itself. If the tanks have been filled on a hot day, it is not unusual to see fuel coming from the overflow drain. Fuel gauges The fuel quantity gauges indicate the amount of fuel measured by a sensing unit in each fuel tank and is displayed in gallons or pounds. Aircraft certification rules only require accuracy in fuel gauges when they read “empty.” Any reading other than “empty” should be verified. Do not depend solely on the accuracy of the fuel quantity gauges. Always visually check the fuel level in each tank during the pre-flight inspection, and then compare it with the corresponding fuel quantity indication. If a fuel pump is installed in the fuel system, a fuel pressure gauge is also included. This gauge indicates the pressure in the fuel lines. The normal operating pressure can be found in the AFM/POH, or on the gauge by color-coding. Fuel selectors The fuel selector valve allows selection of fuel from various tanks. A common type of selector valve contains four positions: LEFT, RIGHT, BOTH, and OFF. Selecting the LEFT or RIGHT position allows fuel to feed only from that tank, while selecting the BOTH position feeds fuel from both tanks. The LEFT or RIGHT position may be used to balance the amount of fuel remaining in each wing tank.
Fuel selector valve Fuel placards will show any limitations on fuel tank usage, such as “level flight only” and/or “both” for landings and take-offs. Regardless of the type of fuel selector in use, fuel consumption should be monitored closely to ensure that a tank does not run completely out of fuel. Running a fuel tank dry will not only cause the engine to stop, but running for prolonged periods on one tank causes an unbalanced fuel load between tanks. Running a tank completely dry may allow air to enter the fuel system, which may cause vapor lock. When this situation develops, it may be difficult to restart the engine. On fuel-injected engines, the fuel may become so hot it vaporizes in the fuel line, not allowing fuel to reach the cylinders. Fuel strainers, sumps, and drains After the fuel selector valve, the fuel passes through a strainer before it enters the carburetor. This strainer removes moisture and other sediments that might be in the system. Since these contaminants are heavier than aviation fuel, they settle in a sump at the bottom of the strainer assembly. A sump is defined as a low point in a fuel system and/or fuel tank. The fuel system may contain sump, fuel strainer, and fuel tank drains, some of which may be collocated. The fuel strainer should be drained before each flight. Fuel samples should be drained and checked visually for water and contaminants. Water in the sump is hazardous because in cold weather the water can freeze and block fuel lines. In warm weather, it can flow into the carburetor and stop the engine. If water is present in the sump, it is likely there is more water in the fuel tanks, and you should continue to drain them until there is no evidence of water. In any event, never take off until you are certain that all water and contaminants have been removed from the engine fuel system. Because of the variation in fuel systems, you should become thoroughly familiar with the systems that apply to your airplane. Consult the AFM or POH for specific operating procedures. Fuel grades Aviation gasoline, or AVGAS, is identified by an octane or performance number (grade), which designates the antiknock value or knock resistance of the fuel mixture in the engine cylinder. The higher the grade of gasoline, the more pressure the fuel can withstand without detonating. Lower grades of fuel are used in lower-compression engines because these fuels ignite at a lower temperature. Higher grades are used in higher-compression engines, because they must ignite at higher temperatures, but not prematurely. If the proper grade of fuel is not available, use the next higher grade as a substitute. Never use a lower grade. This can cause the cylinder head temperature and engine oil temperature to exceed their normal operating range, which may result in detonation. Several grades of aviation fuel are available. Care must be exercised to ensure that the correct aviation grade is being used for the specific type of engine. The proper fuel grade is stated in the AFM or POH, on placards in the cockpit, and next to the filler caps. Due to its lead content, auto gas should NEVER be used in aircraft engines unless the aircraft has been modified with a Supplemental Type Certificate (STC) issued by the Federal Aviation Administration.
