UNIT-II

Reciprocating Engine

Name comes from back-and-forth (reciprocating) motion of pistons

Recip Engines convert energy by combusting fuel and air in a tight space, which creates
pressure to move pistons back-and-forth
Back-and-forth motion converts to rotating motion by connecting pistons to Engine Crankshaft
with Connecting rods
By-product of combustion occurring due to back-and-forth movement and rotation movement is
Friction
Friction causes
Additional heating
Excessive wear
Loss of engine efficiency

Reduces friction between moving parts

Transfers heat out of engine interior for exterior cooling
Removes carbon particles combustion process produces
Contaminants that enter the engine via air, fuel or other external sources
Provides cylinder wall seal for greater engine efficiency
Provides Shock Absorption to reduce engine vibration

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 Engine Oil System Functions

Reduces friction between moving parts

Transfers heat out of engine interior for exterior cooling
Removes
carbon particles combustion process produces
Contaminants that enter the engine via air, fuel or other external sources
Provides cylinder wall seal for greater engine efficiency
Provides Shock Absorption to reduce engine vibration

Two primary types of Oil Systems Wet Sump and Dry Sump

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 Dry

Wet sump

Wet: Oil supply is internal-stored in a pool (called a sump) in engine bottom

Most common system in smaller General Aviation(GA) aircraft
Pump with direct gear connection to Engine Crankshaft provides oil pressure to Engine
Uses Splash and Spray method.

Wet Sump Oil System Components

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Oil Sump
Oil Pump
Oil Filter
Oil Pressure Gauge
Oil Temp Gauge

Wet Sump System

Wet sump system oil reservoir

Sump Pump sucks oil from sump
Oil Filter cleans oil

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Splash and Spray
Gravity recovery/recapture.
Oil Filters

Resin saturated fiber surrounding a steel core

Removes contaminants from the oil, such as:

1.Water
2.Dirt
3.Metal Shavings
4.Carbon
5.Dust

Oil Pumps

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 Dry Sump

Dry Sump: Oil supply is external, in a reservoir outside the engine.

More complex than Sump Systems
Usually includes more than one oil pump, complex connections of tubes (called lines) to move
oil to and from engine parts getting lubrication
Normal for very large engines and Turbine Engines
Variations of Pump arrangements
Often, more than one point to point oil line .

Jet Engine Oil System

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Types of Jet Engines Oil System

oil circulation system

oil mist lubrication system

oil-air lubrication system

Dry Sump Oil System Components

Oil Tank

Oil Filter/Cooler

Oil Pump

Scavenge Pumps

Oil Pressure Gauge

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Oil Temperature Gauge

Dry sump system -external oil tank

Main pump sucks oil from tank to filter
oil under pressure to oil cooler
In the case of jet engines, oil sprays onto bearings
A secondary -scavenger pump, sucks oil back out of lubrication areas then to externaloiltank
Dry sump (pressurized)systems function
Regardless of altitude
Even while inverted
Gauges and Indications

Oil Pressure gauge provides direct reading indication of oil system pressure
Pressure changes occur more rapidly
Loss of oil pressure will lead to catastrophic engine failure

Oil Temperature gauge provides direct indication of oil temperature

Temperature changes occur more slowly
High Oil Temps indicate several things
Engine lubrication not working
Blocked oil lines
Too much demand on Engine
Power setting too high for ambient conditions
Not enough cooling
Ineffective cooling (blocked cooling).

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 AIR CONDITIONING & PRESSURIZATION

GENERAL
1) Conditioned air comes from either the aircraft air-conditioning system or a preconditioned
ground source. (Engines, APU, ground cart).

2) Air from the preconditioned ground source enters the air-conditioning system through the mix
Manifold. The air-conditioning system provides temperature controlled air by processing bleed
air from the engines, APU or a pneumatic ground source through two air-conditioning packs.

3) Conditioned air from the left pack flows directly to the cockpit. Excess air from the left pack,
air from the right pack and air from the recirculation system is mixed in the mix manifold. The
mixed air is then distributed to the passenger cabin.

4 Recirculation Fan(s) control the recirculation system which maintains proper ventilation while
economizing the use of bleed air. It collects air from the aircraft cabin, filters it and returns it to
the mix manifold to be mixed with fresh conditioned air supplied by the packs
.
5)Pack control is provided by the two temperature selectors and cabin temperature sensors.

6)Pack temperature control is unbalanced. The Control Cabin (cockpit) Temperature Selector
controls the pack outlet temperature of the left pack.

7)The Passenger Cabin Temperature Selector and Cabin Temperature Sensor control the pack
outlet temperature of the right pack. Since excess air from the left pack is mixed with the air
from the right pack in the mix manifold, changing the pack outlet temperature of the left pack
(via the Control Cabin Temperature Selector) will also change the outlet temperature of the right
pack to obtain the same temperature demand for the passenger cabin.

8)Pack temperature control is balanced. The outlet temperature of both packs is normally
controlled at the same temperature by two electronic controllers.

9) The pack outlet temperature is determined by the zone that requires the most cooling (Control
Cabin, Forward Cabin or Aft Cabin).

10) A three-zone trim air system provides individual zone temperature control by adding high
temperature air from the pneumatic system to those zones that have a higher temperature demand
than the pack outlet temperature. Any trim air failure will cause the packs to revert to
independent operation.

10) Only in case of failure of the trim air system, pack temperature control will become
unbalanced.

MAIN COMPONENTS & SUBSYSTEMS

BLEED AIR SUPPLY

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1)The pack valves control the flow of bleed air from the aircraft pneumatic system to the air
conditioning packs. A single pack is capable of maintaining pressurization and acceptable
temperature throughout the aircraft.
2)Two pack operation from a single engine bleed air source is not recommended due to
excessive bleed requirements.
TEMPERATURE CONTROL
1)Cockpit and Cabin temperature is controlled by two controllers, controlling respectively the
LH and RH Pack temperatures. This is automatic using an auto temp. controller with a manual
control as back up.
ZONE TEMPERATURE CONTROL

There are three zones : control cabin (cockpit), forward cabin and aft cabin.
1) Desired zone temperature is set by adjusting the individual Temperature Selectors.
2) The packs produce an air temperature which will satisfy the zone which requires the most
cooling.
Zone temperature is controlled by adding the proper amount of trim air to the air leaving the mix
manifold through the zone supply ducts.
3)The quantity of trim air is regulated by individual trim air modulating valves.
4) If air in a zone supply duct overheats, the associated amber ZONE TEMP light illuminates,
and the associated trim air modulating valve closes. The trim air modulating valve may be
reopened after the duct has cooled by pushing the TRIP RESET Switch.

Electronic Controllers
1) Control is performed by two electronic controllers, the left and right electronic controller
which have the following functions:

Left controller Right controller Right controller

- AFT CABIN zone - FWD CABIN zone

- back-up control of CTL CABIN zone - primary control of CTL CABIN zone
- LH pack temp control valve - RH pack temp control valve
- RH pack standby temp control valve - LH pack standby temp control valve
- LH ram-air door - RH ram-air door

Zone Temperature Control Modes

1) The left electronic controller controls the aft cabin zone and provides backup control for
the cockpit. The right controller controls the forward cabin zone and provides primary
control for the cockpit.
2) Failure of the primary cockpit temperature control will cause an automatic switch to the
backup control and will illuminate the CONT CAB amber ZONE TEMP Light upon
Master Caution Recall. Failure of both the primary and standby controls will illuminate
the light automatically.
3) Failure of the forward or aft cabin temperature control will cause the associated trim air
modulating valve to close. The Temperature Selectors operate normally, but the
Temperature Selector settings of the two passenger cabin zones will be averaged. The
amber ZONE TEMP Light will illuminate upon Master Caution Recall to indicate failure
of the associated zone control.

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 4) During single pack operation, the Temperature Selector settings of all three zones will
Averaged.

AIR CONDITIONING
1) The flow of bleed air from the main pneumatic duct through each air conditioning pack is
controlled by the respective pack valve.

2) The left and right packs are completely independent. (Left pack supplies 20% to cockpit & 80
% to mix manifold while Right pack supplies 100 % to manifold smoke into the cockpit has a
great chance to come from the Left pack)

3) Cabin altitude can be maintained with only one pack operating.

4) Normally the left pack uses bleed air from engine no. 1 and the right pack uses bleed air from
Engine no. 2.
5) The output of the packs is combined in the mix manifold.

Air Mix Valves

1 Air that flows through the cold mix valve is processed through a cooling cycle and then
combined with hot air flowing from the hot mix valve in the mixing chamber.

2 For each pack, the two air mix valves control hot and cold air according to the setting of the
Control Cabin or Passenger Cabin Temperature Selector. In the automatic temperature mode, the
mix valves are operated by the temperature controller.

3 The temperature controller uses inputs from the respective Temperature Selector and cabin
Temperature sensor. The automatic temperature controller is bypassed when the Temperature
Selector is positioned to MANUAL.

4 Anytime the pack valve closes, the air mix valves are automatically driven to the full cold
position. These aids start up of the cooling cycle and prevents nuisance hot air trips when the air
conditioning pack is switched on.
Cooling Cycle
1 The flow through the cooling cycle starts by passing through a primary heat exchanger. Air
flows to the compressor of an air cycle machine where the air is compressed and temperature
increased. Next, the air circulates through a secondary heat exchanger for additional cooling.

2The airflow then passes through the turbine of the air cycle machine where it is cooled by
expansion. The cold air flows to a water separator which removes moisture that has condensed
out of the air by operation of the air cycle machine. The moisture extracted from the air is
injected in the ram air duct to aid in cooling the heat exchangers.
3 To prevent icing in the water separator, a temperature sensor signals the water separator anti-
ice valve to provide some warming air automatically.

4The processed cold air is then combined with hot air in the mixing chamber. The conditioned
air flows into the mix manifold and distribution system.

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5 Overheat protection is provided by temperature sensors located in the air cycle machine. An
overheat condition in the compressor outlet duct or turbine inlet duct causes the pack valve to
close and the PACK TRIP OFF Light to illuminate.
Airflow

1With both Air Conditioning Pack Switches in AUTO and both packs operating, the packs
provide "normal air flow". However, with one pack valve closed, the other pack automatically
switches to "high flow" in order to maintain the necessary ventilation rate. This automatic
switching is inhibited on ground, or in flight with the flaps extended, to insure adequate engine
power for single engine operation.

2If both Engine Bleed Air Switches are OFF and the APU Bleed Air Switch is ON, the working
pack is fixed in "high flow".

3High flow mode can be manually selected by positioning the Pack Switch to HIGH.

RAM AIR SYSTEM

1 The ram air system is used to provide cooling for the heat exchangers in the air conditioning
system. Operation of the system is automatic.

2 During flight, the ram air modulating system automatically regulates airflow through the
system. A temperature sensor in the air cycle machine (ACM) compressor discharge duct
commands, a ram air controller the left and right electronic controllers, which controls airflow
through the system.

3 The controller modulates the mechanically linked ram door and (737-300/-400/-500) exhaust
louvers to maintain the required cooling airflow across the heat exchangers. In normal cruise, the
ram doors modulate between open and closed.

4 On ground, or in flight with the flaps not up, the ram door will move to the full open position
for maximum cooling. The RAM DOOR FULL OPEN Light illuminates whenever the ram door
is fully open.
5 A turbofan is located in each ram air exit duct just upstream of the exit louvers. It augments the
ram airflow on ground or in flight with the flaps not retracted.

6 The fan operates pneumatically using bleed air. It is activated electrically, when the pack is on,
by the air-ground safety sensor or flap limit switch.

7 A turbofan, mechanically driven by the air cycle machine, augments the ram airflow.

Deflector Door
1 A deflector door is installed forward of the ram air inlet doors to prevent debris ingestion prior
to liftoff and after touchdown.

2 The deflector door extends electrically when air-ground safety logic is in the ground mode.

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 AIR CONDITIONING DISTRIBUTION

Conditioned air is collected in the mix manifold. The temperature of the air is directly related to
the setting of the Temperature Selectors.
Cockpit

1 Since the cockpit requires only a fraction of the air supply provided by the left pack, most of
the left pack output is routed to the mix manifold.

2Conditioned air for the cockpit branches into several risers which end at the floor, ceiling and
foot level outlets. There are air diffusers on the floor under each seat. They cannot be controlled
and air flows continuously as long as the manifold is pressurized.

3Overhead diff users are located on the cockpit ceiling, above and aft of the no.3 windows. Each
of these outlets can be opened or closed as desired by turning a slotted adjusting screw.

4There is also a dual purpose valve behind the rudder pedal of each pilot. These valves provide
air for warming the pilot's feet and for defogging the inside of the no. 1 windshields. Each valve
is controlled by knobs located on the Captain's and First Officer's panel.
Passenger Cabin

1 The passenger cabin supply distribution system consists of the mix manifold, sidewall risers,
and an overhead distribution duct.

2 Sidewall risers go up the right and left wall of the passenger cabin to supply air to the overhead
distribution duct. The overhead distribution duct routes conditioned air to the passenger cabin. It
extends from the forward to the aft end of the ceiling along the aircraft centerline and also
supplies the sidewall diffusers.
Forward Cargo Compartment

1 The forward cargo compartment is warmed in flight when more than 1.0 psi pressure
differential exists. Air from the E & E compartment flows up and around the forward cargo
compartment lining. The recirculation fan maintains this warming air flow.

2 With the recirculation fan(s) off, the forward outflow valve remains open to ensure this warm
air flow (except when the main outflow valve is nearly closed in order to maintain
pressurization).
Air-conditioning pack schematic

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 Air-conditioning distribution

PRESSURIZATION

1The aircraft is pressurized by bleed air supplied to and distributed by the air conditioning
system. Pressurization and ventilation are controlled by varying the opening of outflow valves. A
proportional relationship is maintained between ambient and cabin pressure in climb or descent,
and a maximum differential is normally maintained in cruise.
2Cabin pressurization is controlled by regulating the discharge of conditioned air through the
outflow valves.

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3Pressurization control is provided by the Electronic Cabin Pressure Controller which controls
the main outflow valve. The main outflow valve controls the air flow out of the airplane fuselage
& it is attached.
Pressure Relief Valves
1 Two pressure relief valves provide maximum safety pressure relief by limiting the differential
pressure to a maximum of 8.65 psi (9.1 psi).
2 A negative relief valve prevents external atmospheric pressure from exceeding internal cabin
pressure. (you can check it during the walk around by pushing door inward)

Pressurization Control

1 Pressurization control in provided automatically by a single pressurization controller.

2 The pressurization system controls cabin altitude in anyone of four modes:

3 AUTO - Automatic; the normal mode of operation. Uses AC motor.

STBY - Semi-automatic; a standby system in the event of AUTO failure. Uses DC motor.
MAN AC - Manual control of the system using AC motor.
MAN DC - Manual control of the system using DC motor.

4 In the automatic mode of operation, aircraft altitude is sensed directly from the static ports. In
the standby mode, aircraft altitude is sensed electrically from the Air Data Computer (ADC).
Barometric corrections to these pressures come from the Captain's altimeter in AUTO and the
First Off icer's altimeter in STBY. The controller receives additional information from the
air/ground safety sensor and cabin pressure altitude sense port.

5 The main outflow valve can be actuated by either an AC or a DC motor. The AC motor is used
During AUTO and MAN AC operation. The DC motor is used during STANDBY and MAN
DCOperation.The forward outflow valve closes automatically to assist in maintaining cabin
pressure when the main outflow valve is almost closed or when the recirculation fan is operating.

6 On 737-400 aircraft, the system considers the operation of the right recirculation fan.
Pressurization Control
1 Pressurization control is provided automatically by two pressurization controllers.
2 The pressurization system controls cabin altitude in anyone of 3 modes.
3 AUTO - Automatic; the normal mode of operation. If the active controller fails, automatic
switching will occur to the remaining controller.
ALTN - Cabin pressure control is controlled by the remaining controller.
MAN - Manual control mode if AUTO and ALTN modes are unserviceable.

4 Barometric altitude is provided by the Air Data Inertial Reference Units (ADIRUS) that
receive barometric correction inputs from the Captain's and First Officer's BARO Set knobs.

5 The 737-800 is equipped with one (main) outflow valve, actuated by DC motors only.

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 PRESSURIZATION OUTFLOW
1Cabin air outflow is controlled by the main outflow valve, the forward outflow valve, and the
flow control valve. During pressurized flight, the flow control valve is closed, and the majority
of the overboard exhaust is through the main outflow valve. Passenger cabin air is drawn through
foot level grills, down around the aft cargo compartment, where it provides heating, and is
discharged overboard through the main outflow valve. A small amount is also exhausted through
the toilet and galley vents, miscellaneous fixed vents, and by seal leakage.

2 The flow control valve opens to exhaust the cooling air from the E & E compartment
overboard during ground operation, unpressurized flight, and pressurized flight below a cabin
differential pressure of approximately 1.0 psi.

3When the flow control valve closes, air is directed around the forward cargo compartment liner
for inflight heating.

4 The forward outflow valve is the overboard discharge exit for air circulated around the forward
cargo compartment (located approximately under first cabin window on Left side of the aircraft).
The valve is closed whenever the recirculation fan is operating. You can "refresh" the aircraft
(for example with Full PAX load) by placing R pack to HI (RECIRC fan is then turned OFF &
the forward outflow valve is opened adding more fresh air)

5 On 737-400 aircraft, the valve is closed whenever the right recirculation fan is operating.

6 Cabin air outflow is controlled by the main outflow valve and the overboard exhaust valve.
During pressurized flight, the overboard exhaust valve is closed, and the majority of the
overboard exhaust is through the main outflow valve. Passenger cabin air is drawn through foot
level grills, down around the aft cargo compartment, where it provides heating, and is discharged
overboard through the main outflow valve. A small amount is also exhausted through the toilet
and galley vents, miscellaneous fixed vents, and by seal leakage.

7 On ground and in flight with low differential pressure, the overboard exhaust valve is open and
warm air from the E & E bay is discharged overboard. In flight, at higher cabin differential
pressure, the overboard exhaust valve is normally closed and exhaust air is diffused to the lining
of the forward cargo compartment. However, the overboard exhaust valve remains open if both
pack switches are in high and the recirculation fan is off. This allows for increased ventilation in
the smoke removal configuration as there is no forward outflow valve installed.

PRESSURIZATION CONTROL

Auto Mode Operation

1 In AUTO, the pressurization control panel is used to preset two altitudes into the pressure
controller:
- FLT ALT (flight or cruise altitude).
- LAND ALT (destination airport altitude).

2 Take-off airport altitude (actually cabin altitude) is automatically fed into the pressurization
Controller at all times when on ground. The air/ground safety sensor signals whether the aircraft
is on ground or in flight.

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3 On ground, the FLT/GRD switch is used to keep the cabin depressurized by driving the main
outflow valve full open when the switch is in the GRD position. With the switch in the FLT
position, the controller modulates the main outflow valve toward close, pressurizing the cabin to
.1 psi

4 This ground pressurization of the cabin makes the transition to pressurized flight more gradual
for the passengers and crew, and also gives the system better response to ground effect pressure
changes during take-off.

5In flight, the pressure controller maintains a proportional pressure differential between flight
and cabin altitude. By climbing the cabin altitude at a rate proportional to the aircraft climb rate,
cabin altitude change is held to the minimum rate required.

6Maximum cabin rate is 500 sea level ft/min during climb and 350 sea level ft/min during
descent.

7 Approximately 1 000 feet below flight altitude (actually when outside air pressure is within
.25 psid of the pressure that will exist when the aircraft is at selected FLT ALT) a cruise relay
trips. The controller schedules a constant cabin altitude during cruise using a 7.45 psid (7.80 psid
with FLT ALT > 28000 ft) between flight and cabin altitudes.

8 An amber OFF SCHED DESCENT Light illuminates if the aircraft begins to descend without
the cruise relay being tripped; for example, a flight aborted in climb and returning to the take-off
airport. The controller programs the cabin to land at the take-off field elevation without further
pilot inputs.
Standby Mode Operation

1 A green STANDBY Light will be illuminated when the pressure controller is in the
STANDBY mode. In the STANDBY mode the controller allows maximum 7.90 psi.

2 On ground, the GRD position of the FLT/GRD Switch drives the main outflow valve full open.
The FLT position drives the main outflow valve to attempt to pressurize the cabin to the selected
CABALT. CAB ALT should be set 200 feet below the take-off airport altitude to pressurize the
cabin properly when the FLT/GRD Switch is placed to FLT prior to take-off.

3 In flight, by referring to the placard below the pressurization control panel, the Cabin Altitude
Indicator is set to the isobaric cabin altitude, based on the flight altitude. Cabin rate of climb or
descent is controlled by the Cabin Rate Selector. In descent, the Cabin Altitude Indicator is set
200 feet below landing field altitude to insure a pressurized cabin during landing.

Manual Mode Operation

1 A green MANUAL Light illuminates with the Pressurization Mode Selector in MAN AC or
MAN DC. Manual mode allows the pilot, by using the Outflow Valve Switch, to modulate the
main outflow valve while monitoring the Outflow Valve Position Indicator.

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2 MAN AC mode uses the AC motor to control the main outflow valve; MAN DC uses the DC
motor. Full travel of the outflow valve in MAN AC requires approx. 2 seconds, in MAN DC
approx. 6 seconds.
TEMPERATURE SELECTORS

1 Flight deck (left) and passenger cabin (right)

AUTO : temperature controlled automatically for passenger cabin controlled thru a temp sensor
in cabin ceiling &controller in electronic equipment bay MANUAL (springloaded to center):
moves mix valves manually (automatic temp controller bypassed).

TEMPERATURE INDICATOR
1 Indicates temperature at location selected with the AIR TEMP source selector.

PRESSURIZATION PANEL
CABIN ALTIMETER / DIFFERENTIAL PRESSURE INDICATOR
- inner scale: indicates cabin altitude in feet
- outer scale: indicates differential pressure between
- cabin and ambient in psi
- connected to alternate static system .
Pressurization system

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Pressurization schematic diagram

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