TYPICAL CYLINDER FOR AIR COOLED

• Chemical energy in fuel is change into heat

energy and then into mechanical work in the
cylinder.
• Modern air cooled cylinder assembly termini dari
high strength steel barrel dan cast aluminum
head fitted with valve seats, valve guides and
threaded insert for the spark plug, there are also
rocker shaft bosses with bushing pressed into
them in which the rocker shafts ride.
• Cylinder barrel  Terbuat dari high strength
chrome-molybdenum or chrome nickel
molybdenum steel forging
• Choke grinding  Diameter at the top of bore
is smaller than diameter at the center or bo-
ttom.
• The surface of cylinder is honed with 45 de-
gree . The degree of surface roughness must
be smooth enough that it will not cause
exceesive ring wear, yet rough enough that it
will hold oil for lubrication.
• Cylinder wall hardened :  Chrome plating
 Nitriding process
• Chrome plated  Orange paint around
cylinder base or some of fins.
• Nitrided cylinder  Blue paint around
cylinder base or blue paint of some of the fins.
• Cylinder head :  Cast of aluminum alloy
and its open end is internally threaded so it
can be screwed onto the steel cylinder barrel.
• Heli Coil Insert  Used to protect the
threads in the soft cast aluminum cylinder
head.
• Valve Assemblies  Valves, Valve Guides,
Valves Seats, Valve Springs and Retainers
VALVE SEAT AND VALVE GUIDE
VALVE SPRINGS AND RETAINERS
 PISTON
• PISTON  DEVICE THAT MOVES BACK AND
FORTH, CONVERT THE ENERGY IN THE
EXPANDING GASES INTO USEFUL WORK.
• MOST A/C ENGINE PISTON ARE MACHINED OF
EITHER CAST OR FORGED ALUMINUM ALLOY.
• SHAPES OF A/C PISTON HEADS  RECESSED
HEAD, DOMED HEAD, TRUNCATED CONE
HEAD, CUPPED HEAD.
SHAPES OF A/C PISTON HEADS
 PISTON RINGS
• Compression Rings
• Oil Control Rings
• Oil Wiper or Scraper Rings.
• Bentuk Compression Rings  Wedge, Bevel
and Rectangular.
• Three Critical Things  Gap clearance, Ten-
sion and Side Clearance.
TYPICAL PISTON RING CONFIGURATION
 FUNGSI PISTON RING
• TO PREVENT LEAKING GASES FROM THE
COMBUSTION CHAMBER INTO THE CRANK-
CASE.
• HELP TRANSFER HEAT FROM THE PISTON TO
THE CYLINDER WALL.
• TO PREVENT TOO MUCH OIL FROM GETTING
INTO THE COMBUSTION CHAMBER
TYPES OF PISTON RING JOINTS
CONNECTING RODS
• THE CONNECTING ROD CARRIES THE FORCES
PRODUCED BY THE PISTONS INTO
CRANKSHAFT.

• IN HORIZONTALLY OPPOSED ENGINES, THE

CONNECTING ROD IS FORGED OF HIGH
STRENGTH CHROME-NICKEL-MOLYBDENUM
STEEL WITH AN I-SHAPED CROSS SECTION.
CRANKSHAFT
 CRANKSHAFT
• THE STRONGEST AND HEAVIEST COMPONENT IN
A/C REC. ENGINE. IT IS THE COMPONENT THAT
TRANSFORMS THE RECIPROCATING MOTION OF
THE PISTONS INTO A ROTATING MOTION.
• CRANKSHAFTS FOR HORIZONTALLY OPPOSED
ENGINES ARE FORGED OF CHROME-NICKEL-
MOLYBDENUM STEEL WITH AN OFFSET THROW
AND A BEARING JOURNAL FOR EACH CONNEC-
TING ROD.
THREE PAIRS OF THROWS
METHODS OF ATTACHING PROP.
• TAPERED SHAFTS COMMONLY USED BY MANY
OF SMALL ENGINES THAT WERE FITTED WITH
WOODEN PROPELLERS.

• SPLINED SHAFTS WERE FOR MANY YEARS

USED ON ALL OF THE LARGER ENGINES.

• FLANGE SHAFT  ALMOST ALL CURRENT

PRODUCTION HORIZONTALLY OPPOSED
ENGINES HAVE FLANGED PROPELLER SHAFTS.
DYNAMIC COUNTERWEIGHT
 PROPELLER REDUCTION GEARING
• EXTERNAL SPUR TYPE REDUCTION GEARING
• INTERNAL SPUR TYPE REDUCTION GEARING
• PLANETARY(EPICYCLIC) REDUCTION GEARING
1. BEVEL PLANETARY GEARS
2. SPUR PLANETARY GEARS
a. SPUR TYPE PLANETARY RED.
GEAR
b. REVERSE SPUR PLANETARY RED.
GEAR
EXT. SPUR GEAR TYPE REDU. GEAR
INT. SPUR GEAR RED. GEARING
• EXTERNAL AND INTERNAL SPUR TYPE REDUCTION
GEARING :
GEAR RATIO = TEETH ON DRIVE GEAR
TEETH ON DRIVEN GEAR
• BEVEL PLANETARY GEARS.
GEAR RAT. = Teeth Drive Gear + Teeth Fixed Gear
Teeth Drive Gear
• SPUR PLANETARY GEARS
GEAR RAT. = Teeth Ring Gear + Teeth Sun Gear
Teeth Ring Gear
• REVERSE SPUR PLANETARY REDUCTION GEARS
GEAR RAT. = Teeth Ring Gear + Teeth Sun Gear
Teeth Sun Gear
BEVEL PLANETARY RED. GEARS
SPUR TYPE PLANETARY RED. GEARS
 CRANKCASE
• THE CRANKCASE IS THE COMPONENT THAT
SERVES AS FOUNDATION OF THE ENGINE AND
ATTACHES THE ENGINE TO THE AIRFRAME.
THE CYLINDERS MOUNT ON THE CRANKCASE,
AND ALL OF THE ROTATING MECHANISM IS
HOUSED AND PROTECTED INSIDE.
• HORIZONTALLY OPPOSED ENGINE CRANKCASE
ARE CAST ALUMINUM ALLOY.
TYPICAL A/C ENG. CRANKCASE
BEARING
 BEARING
• THE CRANKSHAFT IS SUPPORTED IN THE
CRANKCASE BY PLAIN BEARING. THE INSERT
HAVE STEEL BACKING AND USE A LEAD ALLOY
AS THE BEARING MATERIAL. THE INSERTS
ARE PREVENTED FROM TURNING IN THEIR
SEAT BY TANG OR BY THE DOWEL.
• THE CRANKSHAFT AND ACCESSORY DRIVE
SHAFT ARE SEALED WITH SPRING LOADED
SEALS.
VALVE OPER. MECH. OPP. ENGINE
 VALVE OPERATING MECHANISM
• THE CAMSHAFT IS DRIVEN BY GEARS FROM THE
CRANKSHAFT, AND TURN AT ONE-HALF
CRANKSHAFT SPEED. WHEN THE VALVE LIFTER
RIDES UP ON THE LOBE OF THE CAM, IT PUSHES
OUT ON THE PUSHROD. THE ROCKER ARM IS
MOUNTED ON THE ROCKER ARM SHAFT ON THE
CYLINDER HEAD, AND WHEN THE PUSHROD
PRESSES ON ONE SIDE OF THE ROCKER ARM, THE
OTHER SIDE PUSHES DOWN ON THE VALVE STEM
AND OPENS THE VALVE
CAMSHAFT FOR SIX CYL. OPP. ENG.
• THE CAMSHAFT FOR A SIX –CYLINDER ENGINE
HAS NINE LOBES, WITH THREE OF THE LOBES
ACTUATING VALVES IN TWO CYLINDERS
• THE CAMSHAFT FOR FOUR-CYLINDER ENGINE
HAS SIX LOBES, WITH TWO OF THE LOBES
ACTUATING VALVES IN CYLINDER ON
OPPOSITE SIDES OF THE ENGINE.
HYDRAULIC VALVE LIFTER
• SOME OF THE SMALLER HOR. OPP. ENGINE AND
ALL RADIAL ENGINE USE SOLID VALVE LIFTERS.
THESE LIFTER REQUIRE AN ADJUSMENT ON THE
ROCKER ARM THAT ALLOWS A SPECIF CLEARANCE
TO BE MAINTAINED IN THE VALVE OPERATING
TRAIN
• THE MAJORITY OF HORIZONTALLY OPPOSED
ENGINES USE HYDRAULIC VALVE LIFTERS.
• PUSHRODS  USED IN ALMOST ALL HOR. OPP.
A/C ENGINE ARE MADE OF HOLLOW STEEL OR
ALUMINUM ALLOY TUBES WITH HARDENED AND
POLISHED SPHERICAL STEEL INSERT PRESSED
INTO EACH END.
CRANKSHAFT RADIAL ENGINE
MASTER ROD AND LINK ROD
VALVE OPR. MECH. RADIAL ENGINE
• THERE ARE TWO CLEARANCES SPECIFIED IN
THE ENGINE MAINTENANCE SMANUAL : HOT
CLEARANCE AND COLD CLEARANCE.

• SUPERCHARGER  PRACTICALLY ALL OF THE

LARGER RADIAL ENGINE HAVE GEARED
CENTRIFUGAL BLOWERS THAT COMPRESS THE
FUEL - AIR MIXTURE AFTER IT PASSES
THROUGH THE CARBURETOR TO INCREASE
THE POWER OF THE ENGINE.
 FUNCTION OF LUBRICATION
• REDUCE FRICTION
• SEAL AND CUSHION
• REMOVES HEAT
• CLEAN INSIDE ENGINE
• PROTECTS AGAIN CORROSION
• PERFORMS HYDRAULIC ACTION
• Removes heat  Engine lubricating oil
absorbs as much heat as possible from all
lubricated surfaces, but it absorbs the most
heat from the underside of the piston head
and cylinder walls.
• Clean inside of Engine  Contaminants such
as combustion deposit, sludge , dirt, carbon,
and particles of metal worn from moving part
are picked up by the oil as circulates through
the engine.
• Reduces Friction  If the surfaces are cove-
red with a lubricant, such as a film of oil, the
oil will fill all of irregularities and hold the sur-
faces apart so they do not contact each other.
The only friction encountered when the parts
are moved in the internal friction of the oil.
• Seals and Cushion  A viscous oil wets the
surfaces where there is relative movement,
and provides a seal to prevent air escaping
from between them. This type of seal is
important between a piston and the cylinder
wall.
• Protects Against Corrosion  A coating of
engine oil on all parts inside engine prevents
oxygen and moisture from reaching the metal
and protects it from rust and corrosion.
• Performs Hydraulic Action  The engine
lubricating oil acts as the hydraulic fluid for
the valve lifters and propeller pitch-change
mechanism .
 FOUR BASES LUBRICANTS
• ANIMAL
• VEGETABLE
• MINERAL
• SYNTHETIC
• Animal lubricant  Are use for special
application. Neat’s foot oil from cattle hooves is
used to preserve leather, and sperm whale is
used to lubricate watches and clocks. Animal oil
not suitable fot use as an engine lubricant
because chemically unstable at high temperature,
but it can be used in the manufacture of syntetic
oils.
• Castor Oil  Is a vegetable –base lubricant that
was used in rotary radial engines in the W.W I
era. It has disadvantage of oxidizing when
exposed to the air, and it form a gummy residue
inside engine.
• Mineral Oils  Which are obtained by
distillation of crude petroleum, are the most
widely used lubricants for aircraft engines
because they have a much greater chemical
stability than either animal or vegetable based
lubricants
• Synthetic Oils  Are made by synthesizing or
changing the molecular structure of animal,
vegetable, or mineral oils.
A FILM OF LUBRICATING OIL
 SOME REQ. OF LUBRICATION. OIL
• THE OPERATING LOAD OF THE BEARINGS AND
GEARS.
• THE ROTATIONAL SPEED WHICH DETERMINES
THE OPERATING SPEED OF THE BEARING.
• THE OPERATING TEMPERATURES.
 CHAR. OF LUBRICATING OIL
• VISCOSITY
• GRAVITY
• IGNITION POINTS
• LOW TEMPERATURE POINT
• COLOR
• RESIDUE
• Viscosity  Viscosity is the internal, or fluid,
friction of a liquid and the resistance of the
material to flow.
Pengetesan viscosity :
- SSU (Saybolt Seconds Universal)
- Kinematic viscosity
- SAE (Society of Automotive engineers)
* Gravity  The specific gravity of lubricating
oil is the ratio of the weight of definite volume
of oil to an equal volume of pure water at its
maximum density (at 4 C)
• Viscosity Index  The viscosity index or VI, of
an oil is measure of change in the oil’s
viscosity for a given change in temperature of
the oil. The higher the viscosity index, the less
the viscocity changes as it temperature
changes.
• Ignition Points  The flash point is the
temperature of the oil when it gives off
enough vapor to ignite and flash, but not
continue to burn, when a small flame is
passed above it.
• Low Temperature Points  The cloud point is
the temperature at which the wax in the oil
first becomes visible, and the pour point is the
lowest temp. at which the oil will pour
without disturbance.
• Color  The color of an oil is rated by com-
paring it with an American Society of Testing
Materials (ASTM) standard color chart. The
colors range from 1.0, is pure white, to 8.0,
which is darker than claret red
• Residue  The carbon-residue test measure
the weight of carbonleft in a test container
when a given weight of oil has evaporated at a
high temperature under carefully controlled
conditions.
 TYPE OF REC.ENG.LUBRICATING OIL
• STRAIGHT MINERAL OIL
• METALLIC-ASH DETERGENT OIL
• ASHLESS-DISPERSANT (AD) OIL
• MULTIVISCOSITY OIL
• SYNTHETIC OIL
• SEMISYNTHETIC OIL
• Straight mineral oil was the standard oil for reci-
procating engines for many years, but it is not an ideal
oil for modern engines because it oxidizes when
exposed to high temperatures. It also combines with
partially burned fuel, water, and lead compounds to
form sludge that clogs the oil strainers and scores, or
scratches, the engine bearings. Straight mineral oil,
meeting MIL-L-6082 and SAE J 1966 specifications is no
longer used as the principal lubricating oil for aircraft
reciprocating engines, but most engine manufacturers
recommend its use in new and freshly overhauled
engines for about the first 10 to 50 hours, or until oil
consumption stabilizes. After this break-in period, an
ashless-dispersant oil is used.
• Metallic-Ash Detergent Oil  Detrgent oil have
been used successfully in automotive engines for
years, but their use in aircraft engines has proven
to be less than satisfactory. These lubricants
contain ash-forming additives to improve their
antioxidation characteristics, but leftover ash
deposits can build up in the cylinders and absorb
enough heat to cause preignition. These addi-
tives have a strong detergent action that loosens
sludge and carbon deposits which could then
flow through the lubrication system and clog oil
passages and filters. Detergent oils have, in the
past, been approved for some aircraft engines
but they are not longer used.
• Ashless-Dispersant (AD) Oil  The main
lubricant used in aircraft reciprocating engines is
an ashless-dispersant or AD oil that meetsM IL-L-
22851 and SAE J 1899 specifications. The addi-
tives in AD oil do not prevent the formation of
carbon, and they do not break loose any sludge
or carbon deposits that have formed in the
engine. The dispersant additives cause the
contaminants that the oil picks up to repel each
other so they do not form a screen-clogging
sludge, but rather, remain suspended in the oil
until collected in the filters.
• Multiviscosity Oil  The viscosity index of an
oil is a measure of the change in viscosity with
a change in temperature. An oil with a high VI
changes viscosity very little with changes in
temperature, but one with a low VI changes
viscosity appreciably as its temperature
changes. An additive called a viscosity index
improver (VI improver) can be mixed with a
lubricating oil that will decrease its viscosity
when cold and increase it when hot.
• Synthetic Oil  Synthetic oil is made by synthe-
izing or changing the molecular structure of cer-
tain animal, vegetable, or mineral bases to form a
new type of oil base. Synthetic oils have superior
characteristics for high temperatures and are
used almost exclusively for turbine engine.
• Semisynthetic Oil  A combination of mineral
oil and synthetic oil with the proper additives has
proven to have the characteristics of a multivis-
cosity oil, and does not absorb the lead salts that
cause the sludge buildup in synthetic oils.
• Extreme Pressure (EP) Lubricants  EP lubricants
contain additives that form iron chlorides, sulfides, or
phosphides on the surface of a steel part. These
surfaces give the lubricant an extremely high-strength
bond with the metal.

• Compatibility of Lubricating Oils  All mineral base

lubricating oils approved for use in aircraft recipro-
cating engines are compatible with each other. When
a straight mineral base oil is mixed with an AD oil, the
AD characteristics decrease, but there are no problems
caused by the mixing. Automotive oil should not be
used in aircraf engines, nor should automotive oil be
mixed with aviation oil. Turbine engine oil should not
be used in a reciprocating engine.
 REC. ENGINE LUBRICATION SYSTEMS
• The lubrication system is one of the most
important systems in an aircraft engine. If for
any reason the proper amount of lubricating
oil is unable to reach the engine parts to
lubricate and cool them , the engine life will
be very short.
 TYPES OF LUBRICATION SYSTEMS
• There are two ways the lubrication systems of
reciprocating engines can be classified :
1. The location in which the oil supply is
carried.
2. Method of lubrication within the
engine itself.
 OIL SUPPLY STORAGE
• The oil supply can be carried inside the engine
itself  Wet sump system

• The oil can be carried in separate tank outside

the engine  Dry sump system
DRY SUMP LUBRICATION SYSTEM
INTERNAL WET SUMP LUBRICATION
LUBRICATION SYTEMS COMPONENTS
• PUMP
• PRESSURE RELIEF VALVE
• OIL FILTER
• OIL COOLER
• OIL RESERVOIR
SPUR GEAR OIL PUMP
GEROTOR PUMP
PRESS & SCAV PUMP IN THE SAME HOUSING
• Spur-gear pump  A form of constant-
displacement fluid pump that uses two meshing
spur-gears mounted in a close fitting housing.
Fluid is moved by carrying it around the housing
between the teeth of gears as they rotate.
• Gerotor pump  A form of constant-displa-
cement pump that uses an external tooth drive
gear that meshes with and drives an internal-
tooth gear that has one more space for a tooth
than there are teeth on the drive gear. Both
gears turn inside a close-tolerance housing.
TYPICAL OIL PRESSURE SYSTEM
• Pressure Relief Valve  A pressure relief
valve, maintains a constant pressure in the
lubricating system as the engine speed
changes.
FULL FLOW OIL FILTER SYSTEM
BYPASS OIL FILTER SYSTEM
FILTER ELEMENT
TYPICAL OIL PRESSURE SCREEN
TYPICAL DISPOSABLE OIL FILTER
OIL COOLER
DRY SUMP COOLING SYSTEM
A WET SUMP SYSTEM
HOPPER
HOPPERS
HOPPER
• Oil Pressure Measurement  There are two
locations in an engine where the oil pressure
may be measured. Some engines measure it
immediately downstream of the oil pump, and
others measure it at the end of oil galleries,
some distance from pump.

• Oil Temperature Measurement  The oil

temperature indication is normally picked up
before the oil enters the actual engine itself.
• Oil Dilution  A method of temporarily lowering the
viscosity of the lubricating oil by diluting it with
gasoline from the aircraft fuel tanks, to make it
possible to start a reciprocating engine when
temperature is very low.

• Spectrometric Oil Analysis  A spectrometric oil

analysis program, or SOAP as it is generally called,
consists of taking a sample of oil at each oil change and
sending it to lab where it is diluted with appropriate
solvent and burned in an electric arc. The wavelength
of light produce by the burning oil is analyzed by
computer, and the number of parts per million of
certain elements in the oil is printed out. Normally the
elements detected are iron, copper, chromium, alu-
minum, nickel, tin, and silikon.
 REC. ENGINE INEFFICIENT MACHINE
• USEFUL WORK 31 %
• COOLING LOST 12 %
• FRICTION LOST 6%
• LOST OUT THE EXHAUST 51 %
 TWO TYPES COOLING SYSTEMS
• AIR COOLING
• LIQUID COOLING

• AIR COOLED ENGINE  THE CYLINDER HAVE

EVOLVED WITH EFFICIENT FIN DESIGN BUT
THE COWLING AND BAFFLES ARE ALSO
IMPORTANT COMPONENTS THAT MAKE AIR
COOLING EFFICIENT AND SUCCESSFUL.
• BAFFLE  A THIN SHEET METAL SHROUD OR
BULKHEAD USED TO DIRECT THE FLOW OF
COOLING AIR BETWEEN AND AROUND THE
CYLINDER FINS OF AN AIR COOLED RECIPRO-
CATING ENGINE.

• COWLING  THE REMOVABLE COVER THAT

ENCLOSES AN AIRCRAFT ENGINE
COOLING FINS
• NACA  NATIONAL ADVISORY COMMITTEE
FOR AERONAUTICS. THIS ORGANIZATION,
DEDICATED THE TECHNICAL DEVELOPMENT
OF AVIATION, HAS BEEN SUPERSEDED BY
NASA, THE NATIONAL AERONAUTICS AND
SPACE ADMINISTRATION.

• NACELLE  AN ENCLOSED COMPARTMEN,

NORMALLY IN THE LEADING EDGE OF THE
WING, INTO WHICH AN AIR CRAFT ENGINE IS
MOUNTED.
COWLING FOR RADIAL ENGINE
THE ADVANTAGE OF LIQUID COOLING
• IMPROVED COOLING
• REDUCED COOLING DRAG
• LOWER FUEL CONSUMPTION
• BETTER WEAR CHARACTERISTICS
• HIGH ALTITUDE CAPABILITY
PRESSURE COOLING SYSTEM
• LIQUID COOLING  THE REMOVAL OF
UNWANTED HEAT FROM AN AIRCRAFT
ENGINE BY TRANSFERRING THE HEAT INTO A
LIQUID AND THEN PASSING THE HEATED
LIQUID THROUGH A LIQUID- TO-AIR HEAT
EXCHANGER (RADIATOR) TO TRANSFER THE
HEAT INTO AMBIENT AIR.
• ETHYLENE GLYCOL  A FORM OF ALCOHOL
USED AS A COOLANT FOR LIQUID –COOLED
AIRCRAFT ENGINES. IT IS ALSO USED IN
AUTOMOBILE ENGINES AS A PERMANENT
ANTI FREEZE.