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3. 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.
6-4
1. Intake
2. Compression3. Power4. ExhaustExhaust valveIntake valveSpark plugPistonCrankshaftConnecting rod
Figure 6-5. The arrows in this illustration indicate the direction of motion of the crankshaft and piston during the four-stroke cycle.
4. 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. [Figure 6-5] 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.
The latest advance in aircraft reciprocating engines was pioneered in the mid-1960s by Frank Thielert, who looked to the automotive industry for answers on how to integrate diesel technology into an aircraft engine. The advantage of a diesel-fueled reciprocating engine lies in the physical similarity of diesel and kerosene. Aircraft equipped with a diesel piston engine runs on standard aviation fuel kerosene which provides more independence, higher reliability, lower consumption, and operational cost saving.
In 1999, Thielert formed Thielert Aircraft Engines (TAE) to design, develop, certify, and manufacture a brand-new Jet-A-burning diesel cycle engine (also known as jet-fueled piston engine) for the GA industry. By March 2001, the first prototype engine became the first certified diesel engine since World War II. TAE continues to design and develop diesel cycle engines and other engine manufacturers such as Société de Motorisations Aéronautiques (SMA) now offer jet-fueled piston engines as well. TAE engines can be found on the Diamond DA40 single and the DA42 Twin Star, the first diesel engine to be part of the type certificate of a new original equipment manufacturer (OEM) aircraft.
These engines have also gained a toehold in the retrofit market with a supplemental type certificate (STC) to re-engine the Cessna 172 models and the Piper PA-28 family. The jet-fueled piston engines technology has continued to progress and a full authority digital engine control (FADEC, discussed more fully later in the chapter) is standard on such equipped aircraft which minimizes complication of engine control. By 2007, various jet-fueled piston aircraft had logged well over 600,000 hours of service.
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 aircraft 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 revolutions per minute (rpm) 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 angle of incidence or smallest pitch is at the tip. [Figure 6-6]
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 the part near the hub, because the tip travels a greater distance than the hub in the same length of time. [Figure 6-7] 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. A
6-5
60 in
.40 in.20 in.Short travel distance—slow speed—129 knotsModerate travel distance—moderate speed—259 knots Greater travel distance—very high speed—389 knots 2,500 rpm2,500 rpm2,500 rpm
Figure 6-6. Changes in propeller blade angle from hub to tip.
Figure 6-7. Relationship of travel distance and speed of various portions of propeller blade.
Figure 6-8. Engine rpm is indicated on the tachometer.
Engine r.p.m. is indicated on the tachometer
RPMHUNDREDS2535I53020I0352535I53020I035HOURSAVOIDCONTINUOUSOPERATIONBETWEEN 2250AND 2350 RPMII0
propeller blade designed with the same angle of incidence throughout its entire length 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.
　
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