chapter 2 – airplane systems section a airplanes
TRANSCRIPT
Chapter 2 – Airplane Systems
Section A
Airplanes
Major parts of an airplane
Fuselage Wing Landing Gear Empennage Powerplant
Fuselage
Open or enclosed truss– Materials used
Stressed skin structure– Monocoque– Semi-monocoque
Monoplanes Biplanes
Ailerons Flaps
Wings
Empennage
Vertical stabilizer– Rudder
Horizontal stabilizer– Elevator
Stabilator
Trim devices
Trim tabs Anti-servo tab
Landing gear
Main wheels
Third wheel– Tailwheel
Conventional gear
– NosewheelTricycle gear
Landing gear
Fixed gear Retractable gear
Seaplanes– Floats– Amphibians
Landing gear struts– Spring steel, bungee cord, oleo
Brakes
Toe brakes on rudder pedals– Equal or differential braking– Steering
Parking brake
Powerplant
Engine Propeller
Firewall Cowling
Pilot’s Operating Handbook (POH)
Airplane Flight Manual (AFM)
Pilots Information Manual (PIM)
Contents of POH, AFM, PIM
General Limitations
– Where else can these be found?
Emergency procedures– Abnormal procedures
Normal procedures Performance
Contents of POH, AFM, PIM
Weight and balance Airplane and systems description Handling, service and maintenance Supplements Safety and operational tips
Chapter 2 – Airplane Systems
Section B
The Powerplant and Related Systems
Powerplant – Reciprocating
RadialHorizontally opposed
Powerplant – turbine
TurbojetTurboprop
Reciprocating Engines
Pistons Crankshaft Connecting rods Valves
Four-stroke operating cycle
Intake Compression Power Exhaust
Similar for turbine
Induction systems
Air + fuel sent for combustion
Intake port – filter and alternate
Controls– Throttle– Mixture
– Propeller control
Carburetor
Leaning the mixture
Higher altitudes – air less dense
Mixture control in full rich position creates excessively rich mixture
Reduce amount of fuel by leaning so fuel-to-air ratio remains constant
Remember to enrich mixture when descending
Carburetor ice
Indications of Carburetor Ice
Fixed pitch propeller – loss of R.P.M.
Constant speed propeller – loss of manifold pressure
Carburetor heat
Indications when Carb heat is used
Initially – drop in R.P.M. (hot air is less dense)
Followed by gradual increase in R.P.M. as ice melts
For constant speed prop – indications are reflected in manifold pressure
Fuel injection systems
Less susceptible to icing More precise Use less fuel More horsepower
More expensive Sensitive to contaminants More complex starting procedures – esp. when
engine is hot
Fuel injection system
Supercharging - Turbocharging
Increases power of engine Sea level performance at higher altitudes Supercharger – engine driven compressor Turbocharger – compressor driven by exhaust Usually fuel injected More finicky
Turbocharger
Ignition
Two magnetos Spark plugs Wires Ignition switch
Ignition
Two magnetos Two spark plugs in each cylinder
Redundancy = safety Better combustion of fuel/air mixture
Ignition switch
Off R L Both Start
Abnormal combustion
Detonation – explosion instead of smooth burning of fuel– Engine overheat– Improper grade of fuel
Preignition– Fuel/air mixture ignites before normal timed ignition– Residual hot spot
Engine roughness
Fuel system
Fuel system
Tanks Fuel quantity gauges Fuel selector valve Fuel strainer
Refuelling
Ground wire Fuel grade – color coded Refill after last flight of day – reduces
condensation
Oil systems
Cooling systems
High engine temps
Loss of power High oil consumption Possible engine damage Reduce temps
– Enrich the mixture– Reduce rate of climb– Increase airspeed– Reduce power
Engine cooling
Cooling least effective– Takeoff– Go-around– Low airspeed/high power
Cowl flaps Cylinder head temperature gauge
Exhaust system
Vent burned gases overboard
Heats cabin
Defrost windscreen
Propellers
Types of propellers
Climb props Cruise props Fixed-pitch props Constant-speed props
– Propeller control – r.p.m.
Propellers
Hazards
Electrical systems
Alternator Battery Ammeter Master
switch Circuit
breakers