ALTERNATIVE ENGINE OPERATION

The function of the engine is to transform the heat energy of the fuel into mechanical
energy.
The reciprocating aviation engine is made up of a series of cylinders where the air-fuel
mixture is compressed and the mixture is ignited.

This mixture is previously prepared in a device called a carburetor or in an injection

They are too heavy for higher powers, which makes them unviable for large aircraft
with high cruising speeds.

Image 1: reciprocating engine

PARTS:

Cylinder head (Cyliner head) : The cylinder head is the upper part of the engine,
where the cooling fins are located and in which the spark plugs are threaded and the
valves are attached.
In current engines you can find 1 or 2 intake valves and 1 or 2 exhaust valves.
The combustion chamber of the cylinder is located inside the cylinder head.

Spark plug: It is responsible for generating the spark to ignite the mixture. In aviation
engines there are 2 spark plugs for each cylinder. This achieves 2 things. The first is a
redundancy in safety, since each spark plug has an independent system, so if one spark
plug fails, we would still have another one. The second is that a higher flame speed is
achieved, which translates into more engine RPM and therefore more power.
Piston (Piston): The plunger or piston is shaped like an inverted glass and moves inside
the cylinder. The piston is joined to the crankshaft by the connecting rod.
The head of the piston or piston has segments that are responsible for sealing and
preventing gases from escaping from the upper part of the cylinder. The rings also
perform a lubrication function.

Body (Crankcase) : It is the support for the set of cylinders and the crankshaft. In some
engines it is used as an oil sump, depending on whether it is wet sump or dry sump.

Crankshaft: The crankshaft is responsible for transforming the reciprocating motion of

Image 2: parts of the reciprocating engine

TIME:

Intake: At this time the piston is descending, the intake valve is open and the exhaust
valve is closed, in such a way that the air-fuel mixture is entering through the intake
valve.
Theoretically, the intake stroke ends when the piston reaches BDC. Theoretically, since
in reality the valve opening and closing times, we will see that they are advanced or
delayed.
Compression: During this time the piston starts at BDC, the intake and exhaust valves
are closed, so the piston compresses the air-fuel mixture in an increasingly smaller
space, until it reaches its minimum volume at TDC. .

Combustion: Once the piston is at TDC, the spark plug, or in this case the spark plugs,
trigger a spark that ignites the mixture, causing a sudden expansion of the gases that
propel the piston downwards, towards the BDC. .

Exhaust: Once the piston is at BDC, the exhaust valve(s) opens while the piston rises
and displaces the gases, causing them to exit through the exhaust valves, towards the
manifolds and into the atmosphere.

Image 3: engine times

RECIPROCAL ENGINE IN AVIATION

Reciprocating or piston engines were the first engines in the history of light aviation and
general aviation. The first engine to be used was in 1903, it had a water cooling system,
ran on gasoline and generated power through a propeller due to its warped blades,
propelling a surrounding air mass, generating forward power, the brothers Wright, who
were the first to fly, achieved the almost impossible dream at that time. This engine was
important because it contributed to the future development of aviation to be able to
develop flights through powered engines. The Flyer III was one of the airplanes of that
time. era in having a good weight-power ratio that had a 12CV and 1,025 RPM engine.

Current light aviation engines are piston engines made up of aircraft with an MTOW
(Maximum Take-off Weight) equal to or less than 6,000 lbs (≈3,000Kg.). The most
important manufacturers of these engines are, almost exclusively, TEXTRON
LYCOMING, TELEDYNE CONTINENTAL and FRANKLIN, which are the
companies in charge of manufacturing these engines. Therefore, there is a demand for
the production of these engines for light aircraft.

Currently there are different types of engines, 4-stroke and 2-stroke, these are classified
according to their construction and placement of the in-line engine cylinders, horizontal
and opposed cylinders, star or radial.

Image 3: reciprocating motor

RADIAL ENGINE

The design of this motor makes it more compact and lighter than an alternative. Due to
its design at the front of the plane, since the engine is exposed to the air, it cools easily
but creates greater resistance. These engines were the ones that dominated the aviation
industry of World War II.

This type of engine basically consists of cylinders, pistons, connecting rods and a
crankshaft. Inside each cylinder, a piston makes an up-and-down movement, a
movement that is transmitted to the crankshaft by means of a connecting rod, so that the
rectilinear movement of the piston is converted into rotary movement of the crankshaft.

At the top of the cylinder, there are two spark plugs that produce the spark to ignite the
mixture. These engines are called 4-stroke because their duty cycle occurs in 4 phases.
 Image 4: Radial engine

online engine

The cylinders are lined up in a single row with an even number of cylinders. The
advantage of this engine is its reduced frontal area design, in order to produce less
aerodynamic resistance.

If the engine's crankshaft is located above the cylinders it is called an inverted inline
engine, this allows the propeller to be mounted in a higher position, at a greater distance
from the ground, allowing for a short landing gear.

One of the disadvantages of an inline engine is that it offers a lower power-to-weight

The disadvantages of the design became notable, and the inline design was abandoned
in favor of the V-engine, a rarity in modern aviation.
 Image 5: Line motor

rotary engine

In World War I, airplanes were used for military purposes, the inline engines were too
heavy for the amount of power they offered. Rotary engines have cylinders distributed
circularly around the crankcase like the later radial engine, but with the difference that
the crankshaft is bolted to the structure of the aircraft, and the propeller is bolted to the
engine casing.

In this way the entire engine rotates alongside the propeller, providing plenty of airflow
for cooling, regardless of the ground speed of the aircraft.

These engines consumed large quantities of castor oil, which spread throughout the
fuselage and created new fumes for the pilots. They were very unreliable engines,
because they ran at maximum power all the time without being able to control the flow
of gasoline.

Its internal components could not withstand several hours of use, they tended to
overheat above 350 °C, a temperature at which several components begin to melt and
puncture, allowing oil leaks that immediately caught fire, causing the engine and the
aircraft to catch fire. , an event that claimed many lives in the First World War, a time
when parachutes or fireproof suits were not available.

Static style engines became more reliable and reduced their relative weight so that they
became safer, rotary engines were no longer used due to their problems.
 Image 6: Rotary Engine

v engine

In this type of engine, the cylinders are arranged in two banks, inclined with a
difference of between 30 and 60 degrees, that is, in a V shape. The vast majority of V
engines are water cooled. This offers a higher power-to-weight ratio than an inline
engine, while still maintaining a reduced frontal area.

Image 7: v engine

CESSNA 172SP

Coming from the Cessna 172 family, one of the most manufactured single-engine
aircraft in ultra-light aviation with capacity for 4 people and the most popular for pilot
training.

The Cessna 172 was manufactured in 1956 with a production series of more than 40,000
units in the world to date. The Cessna 172 was a tricycle landing gear variant of the
Cessna 170 taildragger, it had a basic level of standard equipment. . In January 1955,
Cessna flew an improved variant of the Cessna 170, a Cessna 170C Continental O-300-
A with larger elevators and a more angular tail.

Although the variant was tested and certified, Cessna decided to modify it with a
tricycle landing gear and the modified Cessna 170C flew again on June 12, 1955.
Certification, the type was added to the Cessna 170 type certificate as the Model 172.

From that moment the 172 received its own type certificate, 3A12, becoming the most
manufactured aircraft in the history of aviation.
172 SP
The Cessna 172S was produced in 1998 and is powered by a Lycoming IO-360-L2A
producing 180 horsepower (134 kW). The maximum engine rpm was increased from
2,400 rpm to 2,700 rpm, resulting in an increase of 20 hp (15 kW) over the "R" model.
As a result, the maximum takeoff weight was increased to 2,550 lb (1,157 kg). This
model is marketed under the name Skyhawk SP,

Currently it comes equipped with the garming 1000 system.

Image 8: Cessna 172

Lycoming IO-360
The Lycoming O-360 is a family of four-cylinder, direct drive, horizontally opposed,
air-cooled piston engines. The O-360 series engines produce between 145 and 225 HP,
with the base O-360 producing 180 HP.

Power and Weight

The power of the IO-360-A engine is 200 horsepower. Slight variations of this engine
exist, as does the IO-360-B, which produces 180 horsepower. Weight is 324 to 335
pounds, depending on installed options, such as an air conditioning compressor. The
recommended RPM (revolutions per minute) speed is 2,400 RPM.

Dimensions

The exterior dimensions of the engines range from 19 to 24 inches high, 32 to 34 inches
wide, and 29 to 33 inches tall.
Engine characteristics

The connecting rods, crankshaft and camshaft of the IO 360 engine are made of forged
steel. The cylinders are nitride-hardened for durability. Nitride hardening increases the
hardness of the steel, making it more durable. An electric start is available, as is a
magneto ignition system. A magneto produces the high-voltage electricity to power the
spark plugs right inside the modified distributor itself, so no other components are
needed to produce a spark.

Image 9: Lycoming

CONCLUSIONS

The reciprocating engine was the first in the world of aviation to make possible the
dream of flying with an object denser than air. In this way, in 1903, the Wright brothers
were the first to fly. With the Flyer.

In this way, reciprocating engines were produced for different types of aircraft,
becoming a fundamental part of general aviation, taking part in important events in
history. Over time, innovations were produced with the design of the engines to have
better efficiency in the aircraft flight.

Currently the engines are used in light aviation with smaller aircraft; in the past they
were used to manufacture jet engines.

The engines work through a sequence of movements that admit and eliminate gases.

The reciprocating engine uses the reciprocating motion of one or more pistons to
convert pressure into a working fluid, usually in the form of motion.

In engines, fluid energy decreases and is transformed into mechanical energy.

-www.cusiritati.com/0zy0odym4/

-https://www.aero.upm.es/departamentos/economia/investiga/.../46Motores.html

-https://www.todomecanica.com/recursos/motores_aviacion.pdf

http://www.takeoffbriefing.com/como-Function-un-motor-alternativo-motor-a-piston/

https://www.aero.upm.es/departamentos/economia/investiga/informe2003/
archivos.pdf/4.6.pdf

https://ingaeronautica.wordpress.com/2012/05/06/431/