Aerodynamics-AeroEngineering-MODULE 1

PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY

AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 07: Stability and Control
LEARNING MODULE 01:

Review of Aircraft
Propulsion Systems
AE 321 – Aerodynamics 2
Prepared by:
AERONAUTICAL ENGINEERING FACULTY
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TABLE OF CONTENTS
Title Page
Reciprocating Engine 4
Operating Principles – Reciprocating Engine 8
Activity 1 12
Turbine Engine 13
Operating Principles – Turbine Engine 17
Activity 2 17
TIME COMMITMENT FOR THIS MODULE

Reading Material Time
Reciprocating Engine 45 mins
Operating Principles – Reciprocating Engine 60 mins
Turbine Engine 45 mins
Operating Principles – Turbine Engine 35 mins
Activity
Activity 1 60 mins
Activity 2 60 mins
Assessment
Formative Assessment No. 1 60 mins
This module reviews the different types of propulsion system used by aircrafts. It
discusses the components and operating principles of each propulsion system.
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ACADEMIC HONESTY STATEMENT

As students, you are expected to perform tasks with intellectual and academic
integrity. The college assumes basic standard of conduct in academic requirements
that students will comply with honesty and will be credited only for their own efforts.
LEARNING OUTCOMES
Course Learning Outcome (CLO)

CLO 1. Valuing the study of subsonic Module Learning Outcome (MLO)
aerodynamics and its application on
the aviation industry through Topic Learning Outcome
aerodynamic computations on MLO 1. Evaluate an aircraft (TLO)
aircraft performance. propulsion system by the thrust or TLO 1. Identify the different aircraft
CLO 2. Evaluate the performance of power that it produces. propulsion systems by their
the different aircraft propulsion
MLO 2. Differentiate aircraft characteristics and definition.
systems through theoretical
discussions and calculations.
propulsion systems by TLO 2. Solve for the power output
characteristics and operation. of a piston engine using the
CLO 9. Display professional
commitment to ethical practice by equation for power.
showing sense of responsibility in TLO 3. Determine the thrust force
complying and compiling academic of a jet engine and a propeller
requirement. using the equation for thrust.
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RECIPROCATING ENGINE
Reciprocating engines operate on the basic principle of converting chemical

energy (fuel) into mechanical energy. This conversion occurs within the cylinders of
the engine through the process of combustion. The two primary reciprocating engine
designs are the spark ignition and the compression ignition. The spark ignition
reciprocating engine has served as the powerplant of choice for many years. In an
effort to reduce operating costs, simplify design, and improve reliability, several engine
manufacturers are turning to compression ignition as a viable alternative. Often
referred to as jet fuel piston engines, compression ignition engines have the added
advantage of utilizing readily available and lower cost diesel or jet fuel.
The main mechanical components of the spark ignition and the compression
ignition engine are essentially the same. Both use cylindrical combustion chambers
and pistons that travel the length of the cylinders to convert linear motion into the rotary
motion of the crankshaft. The main difference between spark ignition and compression
ignition is the process of igniting the fuel. Spark ignition engines use a spark plug to
ignite a pre-mixed fuel-air mixture. (Fuel-air mixture is the ratio of the “weight” of fuel
to the “weight” of air in the mixture to be burned.) A compression ignition engine first
compresses the air in the cylinder, raising its temperature to a degree necessary for
automatic ignition when fuel is injected into the cylinder.
TYPES OF RECIPROCATING ENGINE
• Radial Engines
- A radial engine consists of a row, or rows of cylinders arranged around
a crankcase. The two basic types of radial engines are the rotary-type
and the static-type. The cylinders of a rotary-type radial engine are
mounted radially around a small crankcase and rotate with the propeller,
while the crankshaft remains stationary. Some of the more popular
rotary-type engines were the Bentley, the Gnome, and the LeRhone.
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• Inline Engines
- In-line reciprocating engines generally have an even number of cylinders
aligned in a single row parallel with the crankshaft. The pistons are either
upright above or inverted below the crankshaft. This engine can be either
liquid-cooled or air-cooled. In-line engines have a comparatively small
frontal area, which enables them to be enclosed by streamlined nacelles
or cow lings. Because of this, in-line engines were popular among early
racing aircraft.
• V-type Engines
- In-line engines evolved into V-type engines. Two rows of cylinders,
called banks, are oriented 45, 60, or 90 degrees apart from a single
crankshaft. Two banks of cylinders typically produce more horsepower
than an in-line engine. Because the cylinder banks share a single
crankcase and a single crankshaft, V-type engines have a reasonable
power-to-weight ratio with a small frontal area. The pistons can be
located either above the crankshaft or below the crankshaft. Most V-type
engines had 8 or 12 cylinders. V-type engines can be either liquid- or air-
cooled.
• Opposed-type Engines
- Opposed-type engines are the most common reciprocating engines
currently used on light aircraft. Opposed engines always have an even
number of cylinders, with each cylinder on one side of a crankcase
"opposing" a cylinder on the other side. Opposed engines have a
relatively small, lightweight crankcase that contributes to a high power-
to-weight ratio. The compact cylinder arrangement provides a
comparatively small frontal area, which enables the engine to be
enclosed by streamlined nacelles or cowlings. With opposing cylinders,
power impulses tend to cancel each other out, resulting in less vibration
than other engine types.
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ENGINE COMPONENTS
The basic parts of a reciprocating engine include the crankcase, cylinders,

pistons, connecting rods, valves, valve-operating mechanism, and crankshaft. The
valves, pistons, and spark plugs are located in the cylinder assembly, while the valve
operating mechanism, crankshaft, and connecting rods are located in the crankcase.
Figure 1. Main components of a spark ignition reciprocating engine.
• Crankcase
The crankcase is the core of a reciprocating engine. It contains the engine's
internal parts and provides attach points for the cylinders, external accessories,
and airframe installation. Additionally, the crankcase provides a tight enclosure for
the lubricating oil. Due to great internal and external forces; crankcases must be
extremely rigid and strong. A crankcase is subjected to dynamic bending
moments that change continuously in direction and magnitude.
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• Cylinders
The cylinder is the combustion chamber where the burning and expansion of
gases takes place to produce engine power. Furthermore, a cylinder houses the
piston and connecting rod assembly along with the valves and spark plugs. A
cylinder must be strong enough to withstand the internal pressures developed
during engine operation yet be lightweight to minimize engine weight.
Additionally, the materials used in the construction of a cylinder must have good
heat-conducting properties for efficient cooling. Finally, a cylinder assembly must
be relatively simple and cost-effective to manufacture, inspect, and maintain.
• Pistons
The piston in a reciprocating engine is a cylindrical plunger that moves up and
down within a cylinder assembly. Pistons perform two primary functions; in
conjunction with the valves, pistons manage the fuel, air, and exhaust pressures
in the cylinder and they transmit the force of combustion through the
connecting rod to the crankshaft.
• Connecting rods
The connecting rod is the link that transmits the force exerted on the piston to
the crankshaft. Most connecting rods are made of a durable steel alloy; however,
low-horsepower engines sometimes use aluminum. The weight of a connecting
rod corresponds to the amount of inertia it possesses when the rod and piston
stop before accelerating in the opposite direction at the end of each stroke.
• Valves
Engine valves regulate the flow of gases into and out of a cylinder by opening
and closing at the appropriate time during the Otto cycle. Each cylinder has at
least one intake valve and one exhaust valve. The intake valve controls the
amount of fuel/air mixture that enters through the intake port, and the exhaust
valve lets the exhaust gases exit the cylinder through the exhaust port.
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• Crankshaft
The crankshaft receives a linear power pulse from the piston through the
connecting rod and changes it to rotary motion to turn the propeller. Because
crankshafts must withstand high stress; they are generally forged from a strong
alloy such as chromium-nickel molybdenum steel. Some crankshafts are made
from a single forging, while others are formed by joining several components.
OPERATING PRINCIPLES – RECIPROCATING ENGINE
ENERGY TRANSFORMATION
Aircraft engines are heat engines-that is, they convert the chemical energy of
fuel into heat energy. The heat energy increases gas pressure within cylinder. The
expanding gases force the piston downward, at which point the heat energy is
transformed into mechanical energy to rotate the crankshaft. Because the fuel is
burned inside the engine, an aircraft engine is referred to as an internal combustion
engine.
The process of converting the chemical energy of fuel into mechanical energy is similar
in all internal combustion engines. Fuel is measured then vaporized and mixed with
an appropriate amount of air to create a combustible mixture. The fuel/air mixture is
compressed and ignited within a cylinder. As the mixture burns, it releases energy,
causing the noncombustible gases, like nitrogen, to expand. Because nitrogen
comprises approximately 78 percent of air, the potential for expansion is substantial.
The expanding gas exerts pressure on a piston, driving it downward to rotate the
crankshaft, changing the mechanical energy from linear to rotary motion. This cycle
can be understood as a series of five events, which occur in this order:
Intake - the intake valve opens as the piston travels downward drawing fuel and
air into a cylinder. The exhaust valve is closed.
Compression - the intake valve closes and the fuel/air mixture is compressed
as the piston travels upward.
Ignition - the compressed fuel-air mixture is ignited by a spark.
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Power - burning gases expand, forcing the piston downward, which causes the
crankshaft to rotate.
Exhaust - the exhaust valve opens and the burned gases are forced out of the
cylinder as the piston travels upward. As the piston reaches the top of the cylinder,
the exhaust valve closes and the sequence repeats.
FOUR-STROKE CYCLE
The four strokes of the Otto cycle are called intake, compression, power, and
exhaust. Completing this cycle requires two revolutions of the crankshaft. The four-
stroke cycle is sometimes referred to as a constant volume cycle because the burning
fuel inside the cylinder increases pressure with almost no change in volume.
In a four-stroke engine, the conversion of chemical energy into mechanical

energy occurs over a four-stroke operating cycle. The intake, compression, power,
and exhaust processes occur in four separate strokes of the piston in the following
order.
1. 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.
2. 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.
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.
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.
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Figure 2. Direction of motion of the crankshaft and piston during the four-stroke cycle.
WORK-POWER CONSIDERATIONS
Work is the result of force moving an object. The amount of work accomplished
is directly proportional to the force applied and the distance moved. In mathematical
terms, work is defined as the product of force multiplied by distance.
𝑊𝑜𝑟𝑘 = 𝐹𝑜𝑟𝑐𝑒 𝑥 𝐷𝑖𝑠𝑡𝑎𝑛𝑐𝑒
Time is not a consideration when determining the amount of work done. Power
is work related to time. A low-powered motor can be geared to lift a large weight;
however, if it is important to lift the weight quickly, more power is required. Power is
defined as the time-rate of doing work. Power is calculated with the formula:
𝐹𝑜𝑟𝑐𝑒 𝑥 𝐷𝑖𝑠𝑡𝑎𝑛𝑐𝑒
𝑃𝑜𝑤𝑒𝑟 =
𝑇𝑖𝑚𝑒
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HORSEPOWER
Another unit of measure for power is horsepower. One horsepower is the

amount of power required to do 33,000 foot-pounds of work in one minute or 550 foot-
pounds of work in one second. The formula for calculating horsepower is:
𝐹𝑜𝑟𝑐𝑒 𝑥 𝐷𝑖𝑠𝑡𝑎𝑛𝑐𝑒
𝐻𝑜𝑟𝑠𝑒𝑝𝑜𝑤𝑒𝑟 =
33,000 𝑥 𝑇𝑖𝑚𝑒
INDICATED HORSEPOWER
Indicated horsepower (IHP) represents the total power developed in the

cylinders without accounting for friction losses within the engine. To calculate indicated
horsepower, you must know the indicated mean effective pressure (IMEP) within the
cylinders. This can be determined by attaching an indicating device to a cylinder to
measure the actual pressure during a complete operating cycle. From this data,
average pressure is computed. This average pressure is included in the indicated
horsepower calculation with other engine specifications. The formula used to calculate
an engine's indicated horsepower rating is:
𝑃𝐿𝐴𝑁𝐾
𝐼𝑛𝑑𝑖𝑐𝑎𝑡𝑒𝑑 𝐻𝑜𝑟𝑠𝑒𝑝𝑜𝑤𝑒𝑟 =
33,000
Where:
P - the IMEP inside the cylinder during a power stroke measured in pounds per square
inch.
L - the length of the stroke in feet.
A - the area of the piston head in square inches.
N - the number of power strokes per minute for one cylinder. For a four-stroke engine,
this is found by dividing the r.p.m. by two.
K - the number of cylinders.
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FRICTION HORSEPOWER
All engines require energy to draw a fuel/air charge into the combustion
chamber, compress it, and expel exhaust gases. Furthermore, gears, pistons, and
accessories create friction that must be overcome. Although friction can be reduced by
lubrication, it cannot be eliminated. Therefore, not all of the horsepower developed in
an engine goes to driving the propeller. The power necessary to overcome the friction
and energy losses is known as friction horsepower. This value is determined by driving
an engine with a calibrated motor and measuring the power needed to turn the engine
at a given speed.
BRAKE HORSEPOWER
The actual amount of power delivered to turn a propeller is called brake

horsepower. Brake horsepower can be determined by subtracting an engine's friction
horsepower from its indicated horsepower. In practice, measuring an engine's brake
horsepower involves measuring torque, or twisting moment. Torque is a measure of
load and is properly expressed in pound-feet or Newton-meters. The formula for
calculating brake horsepower is:
2𝜋 𝑥 𝑇𝑜𝑟𝑞𝑢𝑒 𝑥 𝑟𝑝𝑚
𝐵𝑟𝑎𝑘𝑒 𝐻𝑜𝑟𝑠𝑒𝑝𝑜𝑤𝑒𝑟 =
33,000
ACTIVITY 1
Copy the problem first before answering the following questions on a clean paper.
Please write your name on the top left corner and your course, year level, and the
section below. Write “Activity 1” at the top center of the paper before the honesty
clause. Write legibly. Place the honesty clause and your signature at the beginning of
your work. Outputs should be submitted on Google Classroom on the dates
designated by the instructor.
1. Calculate the indicated horsepower for a six-cylinder engine with a bore of five
inches, a stroke of five inches, turning at 2,750 rpm, and with an IMEP of 125 psi per
cylinder.
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2. Calculate the brake horsepower for an engine that develops 600 foot-pounds of
torque while turning at 2,700 rpm.
TURBINE ENGINE
An aircraft turbine engine consists of an air inlet, compressor, combustion

chambers, a turbine section, and exhaust. Thrust is produced by increasing the velocity
of the air flowing through the engine. Turbine engines are highly desirable aircraft
powerplants. They are characterized by smooth operation and a high power-to-weight
ratio, and they use readily available jet fuel. Prior to recent advances in material, engine
design, and manufacturing processes, the use of turbine engines in small/light
production aircraft was cost prohibitive. Today, several aviation manufacturers are
producing or plan to produce small/light turbine-powered aircraft.
TYPES OF TURBINE ENGINE
• Turbojet
- The turbojet engine consists of four sections—compressor, combustion
chamber, turbine section, and exhaust. Turbojet engines are limited in
range and endurance. They are also slow to respond to throttle
applications at slow compressor speeds.
-
• Turboprop
- A turboprop engine is a turbine engine that drives a propeller through a
reduction gear. The exhaust gases drive a power turbine connected by a
shaft that drives the reduction gear assembly. Reduction gearing is
necessary in turboprop engines because optimum propeller performance
is achieved at much slower speeds than the engine’s operating rpm.
Turboprop engines are a compromise between turbojet engines and
reciprocating powerplants.
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• Turbofan
- Turbofans were developed to combine some of the best features of the
turbojet and the turboprop. Turbofan engines are designed to create
additional thrust by diverting a secondary airflow around the combustion
chamber. The turbofan bypass air generates increased thrust, cools the
engine, and aids in exhaust noise suppression. This provides turbojet-
type cruise speed and lower fuel consumption.
• Turboshaft
- It delivers power to a shaft that drives something other than a propeller.
The biggest difference between a turbojet and turboshaft engine is that
on a turboshaft engine, most of the energy produced by the expanding
gases is used to drive a turbine rather than produce thrust. Many
helicopters use a turboshaft gas turbine engine. In addition, turboshaft
engines are widely used as auxiliary power units on large aircraft.
ENGINE COMPONENTS
Figure 3. Basic components of a gas turbine engine.
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AIR INLET DUCT
The air inlet duct on a turbojet engine is normally considered part of the airframe,
not the powerplant. The air inlet to a turbine engine is designed to recover as much of
the total pressure of the free airstream as possible and deliver it to the compressor.
The air inlet duct also provides a uniform supply of air to the compressor for efficient
operation. The inlet duct is designed to cause as little drag as possible. It takes only a
small obstruction to the airflow inside a duct to cause a severe loss of efficiency.
COMPRESSOR SECTION
A gas turbine engine takes in a quantity of air, adds energy to it, and then
discharges the air to produce thrust. Accordingly, the more air forced into an engine,
the more thrust the engine can produce. The component forcing air into an engine is
the compressor. To be effective, the compressor must increase intake air pressure 20
to 30 times above ambient and move the air at a velocity of 400 to 500 feet per second.
One way to measure a compressor's effectiveness is by comparing the static pressure
of the compressor discharge and the static air pressure at the inlet.
COMBUSTION SECTION
A combustion section is typically located directly between the compressor

diffuser and turbine section. All combustion sections contain the same basic elements:
one or more combustion chambers (combustors), a fuel injection system, an ignition
source, and a fuel drainage system.
TURBINE SECTION
After the fuel/air mixture burns in the combustor, its energy must be extracted. A turbine
transforms a portion of the kinetic energy in the hot exhaust gases into mechanical
energy to drive the compressor and accessories. In a turbojet engine, the turbine
absorbs approximately 60 to 80% of the total pressure energy from the exhaust gases.
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The turbine section of a turbojet engine is located downstream of the combustion

section and consists of four basic elements: a case, a stator, a shroud, and a rotor.
EXHAUST SECTION
The design of the exhaust section a turbojet engine directly affects the amount of thrust
developed. A typical exhaust section extends from the rear of the turbine section to the
point where the exhaust gases leave the engine. An exhaust section is made of several
components including the exhaust cone, the exhaust duct often referred to as the
tailpipe, and the exhaust nozzle.
OPERATING PRINCIPLES – TURBINE ENGINE
ENERGY TRANSFORMATION
A gas turbine engine is a form of heat engine that converts the chemical energy
of fuel into heat energy. Heat energy causes an increase in gas pressure that is
converted into kinetic energy in the form of a high velocity stream of air. The kinetic
energy is transformed to mechanical energy as the gases rotate a series of turbine
wheels to drive a compressor and accessories. In the case of turboprop or turboshaft
engines, the expanding gases can also drive a second power turbine to drive a
propeller or gearbox.
ENERGY TRANSFORMATION CYCLE
The energy transformation cycle in a gas turbine engine is known as the Brayton cycle
(or constant pressure cycle). Similar to the four-stroke Otto cycle, the Brayton cycle
has intake, compression, combustion, and exhaust events. However, unlike a piston
engine, all four events occur simultaneously and continuously in a gas turbine engine.
A gas turbine engine is able to produce power continuously. To support the continuous
production of power, a gas turbine engine must burn a great deal of fuel.
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Figure 4. Four events in a turbine engine.
JET ENGINE THRUST

The fundamental mechanisms by which nature communicates a force to a solid
surface are by means of the surface pressure and shear stress distributions. The
propeller is a case in point, where the net result of the pressure and shear stress
distributions over the surface of the propeller blades yields an aerodynamic force, the
thrust, which propels the vehicle forward. Also, an effect of this thrust on the propeller
is an equal and opposite reaction that yields a force on the air itself, pushing it
backward in the opposite direction of the propeller thrust; that is, a change in
momentum is imparted to the air by the propeller, and an alternate physical
explanation of the production of thrust is that T is equal to the time rate of change of
momentum of the airflow.
However, keep in mind that the basic mechanism producing thrust is still the
distribution of pressure and shear stress over the surface. Also, as in the case of lift
produced by a wing, the thrust is primarily due to just the pressure distribution; the
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shear stress is predominantly a drag producing mechanism that affects the torque of
the propeller.
These same principles carry over to jet propulsion. the jet engine is a device that takes
in air at essentially the free-stream velocity, heats it by combustion of fuel inside the
duct, and then blasts the hot mixture of air and combustion products out the back end
at a much higher velocity.
In contrast to a propeller, the jet engine creates a change in momentum of the gas by
taking a small mass of air and giving it a large increase in velocity (hundreds of meters
per second).
By Newton’s third law, the equal and opposite reaction produces a thrust. However,
this reaction principle, which is commonly given as the basic mechanism for jet
propulsion, is just an alternate explanation in the same vein as the discussion
previously given. The true fundamental source of the thrust of a jet engine is the net
force produced by the pressure and shear stress distributions exerted over the surface
of the engine.
The general formula for thrust for jet engines is given as:
T = mair (Ve – V∞) + (Pe – P∞) Ae
Where:
T = Thrust
mair = mass flow rate of air
Ve = exit velocity
V∞ = free stream velocity
Pe = exit pressure
P∞ = pressure at free stream
Ae = exit velocity
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SAMPLE PROBLEM
Consider a turbojet powered airplane flying at a standard altitude of 30,000 ft at a
velocity of 500 mi/h. The turbojet engine itself has inlet and exit areas of 7 and 4.5 ft 2,
respectively. The velocity and pressure of the exhaust gas at the exit are 1600 ft/s and
640 lb/ft2, respectively. Calculate the thrust of the turbojet.
Given:
h = 30,000 ft
v = 500 mph
Ai = 7ft2
Ae = 4.5ft2
Ve = 1600 fps
Pe =640 psf
Solution:
Step 1: Compute for the density and pressure at 30,000 ft.
ρ = ρo [Th /To]4.26
ρ = (0.002377) [(519-(0.003566x30000))/ (519)]4.26
ρ = (0.002377) [(412.02)/ (519)]4.26
ρ = 8.89135982 X 10-4 slugs/ft3
P = Po [Th /To]5.26
P = 2116.8 [(412.02)/ (519)]5.26
P = 628.5933 psf
Step 2: Compute for the mass flow rate.
mair = ρ∞ V∞ Ai
mair = (8.89135982 X 10-4) (733) (7)
19 | P a g e
mair = 4.5622 slugs/s
Step 3: Compute for Thrust.
T = mair (Ve – V∞) + (Pe – P∞) Ae
T = (4.5622) (1600 – 733) + (640 – 628.5933) (4.5)
T = 4006.75755 lbs
ACTIVITY 2
Copy the problem first before answering the following questions on a clean paper.
Please write your name on the top left corner and your course, year level, and the
section below. Write “Activity 2” at the top center of the paper before the honesty
clause. Write legibly. Place the honesty clause and your signature at the beginning of
your work. Outputs should be submitted on Google Classroom on the dates
designated by the instructor.
1. Consider a turbojet powered airplane flying at a standard altitude of 28,000 ft at a

velocity of 650fps. The turbojet engine itself has inlet and exit areas of 6 and 4 ft 2,
respectively. The velocity and pressure of the exhaust gas at the exit are 1200 ft/s
and 700 lb/ft2, respectively. Calculate the thrust of the turbojet.
2. Consider a turbojet powered airplane flying at a standard altitude of 20,000 ft at a

velocity of 600 fps. The turbojet engine itself has inlet and exit areas of 8 and 5 ft 2,
respectively. The velocity and pressure of the exhaust gas at the exit are 1500 ft/s
and 1240 lb/ft2, respectively. Calculate the thrust of the turbojet.
20 | P a g e
TABLE OF FIGURES
Figure Reference
1 FAA. (2016). Pilot’s Handbook of Aeronautical Knowledge.
2 FAA. (2016). Pilot’s Handbook of Aeronautical Knowledge.
3 Jeppesen (2011). A & P Technician Powerplant Textbook.
4 Jeppesen (2011). A & P Technician Powerplant Textbook.
TABLE OF REFERENCES
No. Reference
Jeppesen (2011). A & P Technician Powerplant Textbook. 55 Inverness
Drive East Englewood, CO 80112-5498. Retrieved from
1
https://soaneemrana.org/onewebmedia/JEPPESEN%20POWERPLANT%20
TEXTBOOK4.pdf
FAA. (2016). Pilot’s Handbook of Aeronautical Knowledge. United States
Department of Transportation, Federal Aviation Administration, Airman
2
Testing Standards Branch, AFS-630, P.O. Box 25082, Oklahoma City, OK
73125.
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PHILIPPINE STATE COLLEGE OF AERONAUTICS

INSTITUTE OF ENGINEERING AND TECHNOLOGY

LEARNING MODULE 01:

TIME COMMITMENT FOR THIS MODULE

ACADEMIC HONESTY STATEMENT

Course Learning Outcome (CLO)

Reciprocating engines operate on the basic principle of converting chemical

TYPES OF RECIPROCATING ENGINE

The basic parts of a reciprocating engine include the crankcase, cylinders,

Figure 1. Main components of a spark ignition reciprocating engine.

OPERATING PRINCIPLES – RECIPROCATING ENGINE

Ignition - the compressed fuel-air mixture is ignited by a spark.

In a four-stroke engine, the conversion of chemical energy into mechanical

𝑊𝑜𝑟𝑘 = 𝐹𝑜𝑟𝑐𝑒 𝑥 𝐷𝑖𝑠𝑡𝑎𝑛𝑐𝑒

Another unit of measure for power is horsepower. One horsepower is the

Indicated horsepower (IHP) represents the total power developed in the

L - the length of the stroke in feet.

A - the area of the piston head in square inches.

K - the number of cylinders.

The actual amount of power delivered to turn a propeller is called brake

An aircraft turbine engine consists of an air inlet, compressor, combustion

TYPES OF TURBINE ENGINE

Figure 3. Basic components of a gas turbine engine.

AIR INLET DUCT

A combustion section is typically located directly between the compressor

The turbine section of a turbojet engine is located downstream of the combustion

OPERATING PRINCIPLES – TURBINE ENGINE

ENERGY TRANSFORMATION CYCLE

Figure 4. Four events in a turbine engine.

JET ENGINE THRUST

T = mair (Ve – V∞) + (Pe – P∞) Ae

Step 1: Compute for the density and pressure at 30,000 ft.

ρ = (0.002377) [(519-(0.003566x30000))/ (519)]4.26

ρ = (0.002377) [(412.02)/ (519)]4.26

ρ = 8.89135982 X 10-4 slugs/ft3

P = 2116.8 [(412.02)/ (519)]5.26

Step 2: Compute for the mass flow rate.

mair = (8.89135982 X 10-4) (733) (7)

mair = 4.5622 slugs/s

Step 3: Compute for Thrust.

T = mair (Ve – V∞) + (Pe – P∞) Ae

T = (4.5622) (1600 – 733) + (640 – 628.5933) (4.5)

1. Consider a turbojet powered airplane flying at a standard altitude of 28,000 ft at a

2. Consider a turbojet powered airplane flying at a standard altitude of 20,000 ft at a

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