AE6611 AERO ENGINE AND AIRFRAME LABORATORY LTPC

0032
OBJECTIVES
 To introduce the knowledge of the maintenance and repair procedures followed for overhaul of
aero engines.

LIST OF EXPERIMENTS
1. Dismantling and reassembling of an aircraft piston engine.
2. Study of Camshaft operation, firing order and magneto, valve timing
3. Study of lubrication and cooling system
4. Study of auxilary systems, pumps and carburetor

5. Aircraft wood gluing-single & double scarf joints

6. Welded single & double V-joints.
7. Fabric & Riveted Patch repairs
8. Tube bending and flaring
9. Sheet metal forming
10. Preparation of glass epoxy of composite laminates and specimens.
TOTAL: 45 PERIODS

OUTCOMES Ability to maintain and repair the areo engines

.

LIST OF Equipments Qty

EQUIPMENT FOR A
BATCH OF 30
STUDENTS Sl. No
1 Aircraft Piston engines 1
2 Set of basic tools for 1 set
dismantling and
assembly
3 NDT equipment 1 set
4 Micrometers, depth 2 sets
gauges, vernier calipers
5 Valve timing disc 1
6 Shear cutter pedestal 1
type
7 Drilling Machine 1
8 Bench Vices 1
9 Radius Bend bars 1
10 Pipe Flaring Tools 1
11 Welding machine 1
12 Glass fibre, epoxy resin 1
13 Strain gauges and strain 1
indicator
PARISUTHAM INSTITUTE OF TECHNOLOGY AND SCIENCE

THANJAVUR

DEPARTMENT OF AERONAUTICAL ENGINEERING

THIRD YEAR

III SEMESTER

AE6611 AERO ENGINE AND AIRFRAME LABORATORY

HANDLED BY HOD/AERO

K.RENGASAMY/AP /AERO

SIGNATURE OF THE FACULTY SIGNATURE OF THE HOD

AE6611 AERO ENGINE AND AIRFRAME LABORATORY
TEACHING PLAN
NO.OF. CUMULATIVE
SI.NO TITLE
PERIODS HOURS
Dismantling and reassembling of an aircraft piston
3 3
1 engine
Study of Camshaft operation, firing order and magneto,
2 valve timing 3 6

Study of lubrication and cooling system

3 9
3
Study of auxilary systems, pumps and carburetor
3 12
4
Aircraft wood gluing-single & double scarf joints
15
5 3
Welded single & double V-joints.
3+3 21
6
Fabric & Riveted Patch repairs
3+3 27
7
Tube bending and flaring
3+3 33
8
. Sheet metal forming
9 3+3 39
Preparation of glass epoxy of composite laminates and
specimens
10
3+3 45

TOTAL: 45
AE6611 AERO ENGINE AND AIRFRAME LABORATORY
Students Name List
D.N
S.No REG.NO NAME
O
1 7502 821313101002 Ajith Kumar K
2 7503 821313101003 Ajmal Thahaseen J
3 7506 821313101005 Frizil Kinsly C
4 7507 821313101006 Jawahar C
5 7508 821313101007 Mahavishnu N
6 7509 821313101008 Malarvizhi E
7 7510 821313101009 Melvin Raj W
8 7511 821313101010 Mohamedmansoorali A
9 7512 821313101011 Mohankumar N
10 7513 821313101012 Nija Bharathi K
11 7514 821313101013 Rahmathullah M
PARISUTHAM INSTITUTE OF TECHNOLOGY AND SCIENCE

THANJAVUR

DEPARTMENT OF AERONAUTICAL ENGINEERING

THIRD YEAR

III SEMESTER

AE6611 AERO ENGINE AND AIRFRAME LABORATORY

LAB MANUAL

Prepared by

K.RENGASAMY/AP /AERO

SIGNATURE OF THE FACULTY SIGNATURE OF THE HOD

EX.NO.1
AIM :Dismantling and reassembling of an aircraft piston engine

1 DISMANTLING OF A PISTON ENGINE

AIM: To dismantle a piston engine as per the aero engine maintenance manual and
study its components.

INSPECTION OF RECORDS

1. Before dismantling an engine, the log book should be checked, so that special
attention can be given to items which may have caused defects.
2. The total running times of ‘lifed’ components should also be checked and
replacements should be obtained for components which have completed their
approved running lives.
3. A record should be kept of all rectifications made during the overhaul.
4. All fits and clearances should be recorded and checked against the schedule given in
the manufacturer manual.

INSPECTION BEFORE DISMANTLING

1. Before the commencement of dismantling and cleaning, engines received for

overhaul should be examined externally and a preliminary inspection report should
be prepared.
2. The general external examination for condition should be made with the engine.
3. Evidence of oil leaks should be investigated and oil seepage should be traced.
4. A visual inspection for cracks should be made.
5. The controls should be checked for incorrect operation and for wear.
6. If any apertures are discovered unblanked it should be remembered that foreign
matter may have entered the engine.
7. The engine should be drained of oil and the filters should be examined for metal
deposits which could be an indication of possible damage to bearings or pistons.
8. When unbolting crankshaft and connecting rod bearing caps, a check should be
made to ensure that they are correctly numbered and precautions should be taken to
mark the actual positions of bearing shells in case they are used again.

PRECAUTIONS:
 1)      Engine should be kept and bolted to a workshop stand
2)      Engine handbook must be consulted for correct dismantling sequence.
3)      The Engine should be cleaned externally with kerosene for easy
dismantling
4)      Authorized tools and leverages should only be used to avoid damage to
engine parts and personnel
5)      When sub-assemblies are removed, care should be taken not to mix them
with other components.
6)      After removal, the components are to be kept in suitable trolleys with an
identification lable
TOOLS REQUIRED:

1. Special tools for notching crank shaft.

2. Universal socket for spark plug
3. Selected spanner no: 6-19
4. Ring spanner no: 6-22
5. Adjustable spanner
6. Plier, cutter and screwdriver
7. Valve depression tool
8. Crow foot spanner
PROCEDURE:

 Remove spark plug and rocker covers.

 Remove all accessories.
 Turn the engine over such that cylinders are upper most.
 Remove controls completely with universal joints.
 Remove air scoop, plug leads, distribution covers.
 Remove induction system with carburetor.
 Unscrew push rod ball socket from rockers.
 Take out push rod and push rod covers.
 Remove cylinder baffle plate.
 Remove cylinder.
 Remove piston rings.
 Extract gudgeon pin, circlip.
 Withdraw gudgeon pin and piston.
 Remove magnetos.
  Remove gearbox with timing gear cover.
 Turn the engine over on its stand. Remove starter.
 Remove adaptor, thrust bearing cover and top cover.
 Detach big end bearing caps. Withdraw connecting rod.
 Remove main, intermediate bearing caps.
 Lift crankshaft. Unscrew idle gear hub bolt.
 Draw off gear wheel. Remove magneto drives.
 Unscrew camshaft by gagging the gear.
 Remove camshaft rear bearing bush.
 Withdraw camshaft. Remove tappet and guides.
 Keep all the parts for visual inspection.

 RESULT:
 Thus the dismantling of piston engine is carried according to
instructions in the manufacturer’s maintenance manual.

PISTON ENGINE - REASSEMBLY

AIM: To re assemble the piston engine after inspection and dimensional checks

TOOLS REQUIRED:
1. Special universal socket for spark plug
2. Set spanners 6’-19’
3. Ring spanners 6’-22’
4. Adjustable spanner
5. Pliers and cutters
6. Screwdriver different sizes
7. Hammer
8. Valve depression tool
9. Crow foot spanner

PROCEDURE:
1. Insert the tappet and the guides in the crank case.
2. Fix the camshaft after positioning bearing bush.
3. Fix the magneto drive gear.
4. Fix the idle gear and screw the hub bolt.
5. Fix the crankshaft and position the bearing caps.
6. Fix the connecting rod and the bearing caps.
7. Position the top crankcase and then tighten all bolts and nuts.
8. Fix the gearbox with timing gear cover.
 9. Fix the magnetos.
10. Fix the position in the connecting rod.
11. Assemble the piston rings on the piston groove and insert the cylinder over
piston and tighten all cylinder large nuts.
12. Fix the cylinder baffle plates.
13. Position the push rod covers and push rods.
14. Fix the rocker shafts.
15. Fix the induction system and carburetor.
16. Fix the air scoop, plug heads with distribution cover.
17. Fix the carburetor controls with universal rods.
18. Fix the starter and other accessories.
19. Fix the spark plug in cylinder head bush and tighten to the torque .
Specified by the manufacturer. Connect the plug leads.
20. Fix the rocker covers.
RESULT:

Thus the piston engine in reassembled as per maintenance manual

instruction.

EX.NO 2: Aim :Study of Camshaft operation, firing order and magneto, valve timing
Operation of cam shaft

• Open the intake and exhaust valves at correct time and for correct duration.
• Driven by gear (or chain) from the crankshaft.
• 2:1 crankshaft to camshaft gear ratio.
• The camshaft’s major function is to operate the valve
• train. Cam shape or contour is the major factor in determining
• the operating characteristics of the engine.
• The lobes on the camshaft open the valves against the
• force of the valve springs. The camshaft lobe changes
• rotary motion (camshaft) to linear motion (valves).
•
VALVE TIMING
VALVE TIMING
The timing for these four events is expressed in degrees of crankshaft rotation;
camshaft specifications are also given in crankshaft degrees.The usual method of
drawing a camshaft timing diagram is a circle illustrating two revolutions (720°) of the
crankshaft. See Figure 9–24.We’ll use this again as an example. reaches BDC, it
reverses direction and starts to move up the cylinder on the compression stroke.
When do we close the intake valve? It depends. The air rushing into the cylinder has
both speed and inertia, it doesn’t want to stop. The intake valve
should close just before the pressure in the cylinderovercomes the velocity of the air.
This prevents the air from being pushed back into the intake manifold.
We know that air speed varies with engine RPM.The air flow at higher RPM has greater
speed and force,therefore the intake valve can be held open longer
(later) and use more duration.Using a camshaft with more duration increases
high RPM power, but low RPM power suffers as part of the air/fuel charge is pushed
back into the intake manifold. Engine vacuum also suffers. In general,
long duration camshafts work well at higher engine speeds and short duration
camshafts work well at lower speeds. Advancing the camshaft will help at low RPM
because the intake valve opens earlier, but also closes earlier. Retarding the camshaft
helps at high RPM as the intake valve opens later, but also closes later, allowing more
of the high velocity charge to enter. Stretched timing chains and belts allow the valve
timing to retard, which affects low-end power. Replacing
the belt or chain restores the original valve timing and the engine is much smoother at
low speeds. As the piston moves up the cylinder on the compression
stroke, both valves are closed, the air is being compressed, and just before TDC the
mixture is ignited. The combustion pressure forces the piston down the cylinder on the
power stroke. When do we open and close the exhaust valve? Again, it depends on
RPM.
The greatest mechanical leverage between the connecting rod and crankshaft (90°)
occurs approximately half way down the cylinder. As the piston gets closer to BDC, we
begin to lose this mechanical advantage. Rather than using the remaining pressure in
the cylinder to push on the piston, we’re going to
open the exhaust valve before BDC, which lets the cylinder pressure push the exhaust
gases out into the exhaust system. At BDC as the piston reverses direction, it continues
to force the spent exhaust gases out of the cylinder. When do we close the exhaust
valve? Our chart shows the valve closing at 15° after TDC, as the piston begins the
intake stroke. The exiting exhaustgas also has inertia that creates a vacuum behind it.
This vacuum draws out (scavenges) the last of
the exhaust from the combustion chamber. We also note that the intake valve started
to open before the exhaust valve closed. The period of time that both valves are open
together is called the overlap period. During the overlap period (in our example 15° +
15° = 30°), the vacuum created by the exiting exhaust is used to draw in some of the
new intake charge.
In general, long (high) overlap camshafts produce good top end power, but kill the low
end because the incoming air/fuel charge flows right out the exhaust at low RPM.
Reducing the overlap increases low speed power and compression, but top end power
suffers. The camshaft characteristics must match the operating range of the engine; so
one engine may list three or more different camshafts, each designed for specific
conditions. Using the correct camshaft is a must!

Firing order
 Horizontally Opposed
Firing Order: -1 – 4 – 3 – 2
The firing order is the sequence of power delivery of each cylinder in a multi-
cylinder reciprocating engine.
This is achieved by sparking of the spark plugs in a gasoline engine in the correct order,
or by the sequence of fuel injection in a Diesel engine. When designing an engine,
choosing an appropriate firing order is critical to minimizing vibration, to
improve engine balance and achieving smooth running, for long engine fatigue life and
user comfort, and heavily influences crankshaft design.

MAGNETOS

Magnetos adapted to produce impulses of high voltage for spark plugs are used in the
ignition systems of spark-ignition piston engines. Magnetos are used in piston aircraft
engines for their reliability and simplicity, often in pairs. Motor sport vehicles such
as motorcycles and snowmobiles may use magnetos because they are lighter in weight
than an ignition system relying on a battery. Small internal combustion engines used
for lawn mowers, chain saws, portable pumps and similar applications use magnetos
for economy and weight reduction. Magnetos are not used in highway motor vehicles
which have a cranking battery and which may require more control over ignition
timing than is possible with a magneto system although sophisticated solid state
controllers are becoming more prevalent
EX.NO 3: Study of lubrication and cooling system
• Engine Lubrication

• Principles of Engine Lubrication

• Primary purpose is to reduce friction between moving parts.

• Liquid lubricants (oil) are used universally in aircraft.
• No metal to metal contact occurs.
• Friction and wear held to a minimum.
• Oil film acts as a cushion between metal parts.
• Crankshaft and connecting rods
• Shock-loading parts
• Absorbs heat from the parts.
Pistons and cylinder walls.
• Forms a seal between the piston and the cylinder wall.
• Reduce abrasive wear.
• Picks up foreign particles and carries them to the filter.
• Reduces friction
• Cushions
• Absorbs heat
• Cooling
• Forms a seal
• Reduces abrasive wear
• Cleans
• Requirements & Characteristics Of Lubricants
• The Most important characteristic is its viscosity.
 • The resistance of an oil to flow.
• High viscosity is oil that flows slow.
• Low viscosity is oil that flows freely.
• How does temperature affect the viscosity of oil?

• Some Grades of oil become practically solid in cold weather.

• Increases drag

• Makes circulation difficult.

• Others become so thin at high temperatures that the oil film is broken.

• Rapid wear of moving parts.

• Flash Point And Fire Point

• Flash Point is the temperature at which a liquid will begin to give off
ignitable vapors.

• Fire Point is the temperature at which there are sufficient vapors to

support a flame.

• Cloud Point, Pour Point And Specific Gravity

• Cloud Point is the temperature at which its wax content, normally

held in solution, begins to solidify and separate in to tiny crystals.

• Pour Point is the lowest temperature at which it will flow or can be

poured.

• Specific Gravity is a comparison of the weight of the substance to

the weight of an equal volume of distilled water.

• Aviation oils are classified numerically according to an approximation of their

viscosity.

• Classified under an SAE (Society of Automotive Engineers) system.

 • SAE divides all oils into seven groups according to viscosity at either 130° or 210° F.

• SAE 10 to 70 (SAE 20W)

• “W” indicates that the oil is satisfactory oil for winter use in cold
climates.

• Lubricating Oil Types

• Straight Mineral Oil

• Ashless Dispersant

• Synthetic

• Wet-Sump

Disadvantages

• Oil supply limited by sump.

• Cooling is difficult.

• Higher operating temperatures.

• Not adaptable to inverted flying

Advantages

• Requires no external parts and fittings to complicate installation.

• No second (scavenge pump) required.

• Can be operated in much cooler temperatures.

Internal Lubrication Of Reciprocating Engines

• Three Methods used
• Pressure
• Splash
 • Combination Splash-And-Pressure
• Engine Cooling Systems

• Why is excessive heat undesirable in internal combustion engines?

• Affects the behavior of the combustion of the fuel/air charge.

• It weakens and shortens the life of engine parts.

• It impairs lubrication.

• Engine Cooling Systems

• About one-fourth of the heat released in an engine is changed into

useful power.

• Half of the heat goes out the exhaust, and the other is absorbed by
the engine.

• Oil picks up some heat and transfers it to the airstream.

• The engine cooling system takes care of the rest.

• Cooling Fins

• Cooling fins increase the surface of a cylinder.

• This arrangement increases the heat transfer by radiation (from a

jug to a barrel).

• Cylinders are normally replaced when a specified number of square

inches of fins are missing.

• Cowling and baffles

• Designed to force air over the cylinder cooling fins.

• Direct the air close around the cylinders and prevent it from
forming hot pools.
 • Blast tubes direct jets of cooling air onto the bottom spark plug
elbows.

• Temperature Controls

• Controls the air circulation over the engine.

• Keeps the engine from overheating on take off and getting too cold
in high-speed low-power letdowns.

• Cowl Flaps, Augmenters

• Cylinder Head Temperature Indicating System

• Consists of and indicator, electrical wiring, and a thermocouple.

• Thermocouple consists of two dissimilar metals connected by

wiring to an indicating system. A voltage is produced when the
temperature of the junction is different from the temperature
where the dissimilar metals are connected.

• Pilot Responsibility

• Cowl Flaps?

• Power Settings?

• Airspeed?

• Fuel Mixture?
EX.NO 4: Study of auxilary systems, pumps and carburetor
AIM

To study about the purpose, requirements, types, constructions, principles and

operation of the piston engine carburetor.

PURPOSE

The fuel metering system on reciprocating engines meters the fuel at a

pre-determined ratio to airflow. The air flow to the engine is controlled by the
carburetor or fuel/air control unit.

REQUIREMENTS

1. It must meter fuel proportionately to air to establish the proper fuel/air

mixture ratio for the engine at all speeds and altitudes at which the engine
may be operated.
2. The second requirement of the fuel metering system is to atomize and
distribute the fuel from the carburetor into the mass air flow in such a
manner that the air charges going to all cylinders will hold similar amount of
fuel so that the fuel/air mixture reaching each cylinder is of the same ratio.

TYPES OF CARBURETOR

1. Float type carburetor

 2.Pressure type carburetor

CARBURETION PRINCIPLES

VENTURI PRINCIPLES

The carburetor must measure the air flow through the

induction system and use this measurement to regulate the amount of fuel discharged
into the air stream. The air measuring unit is the venture, which makes use of a basic
law of physics: as the velocity of a gas or liquid increases, the pressure decreases.

APPLICATION OF VENTURI PRINCIPLE TO CARBURETOR

The carburetor is mounted on engine so that air to the

cylinders passes through the barrel, the part of the carburetor which contains the
venture. The size and the shape of the venture depend on the requirements of the
engine for which the carburetor is designed. The carburetor for a high powered
engine may have one large venturi or several small ones. The air may flow either up or
down the venturi, depending on the design of the engine and the carburetor. Those in
which the air passes downward are known as downdraft carburetors, and those in
which the air passes upward are called updraft carburetors.
FLOAT TYPE CARBURETORS

THE FLOAT MECHANISM AND ITS CHAMBER

The float in a carburetor is designed to control the level of the fuel in the
float chamber. This fuel level must be maintained slightly below the discharge nozzle
outlet holes to provide the correct amount of fuel flow and to prevent leakage of fuel
from the nozzle when the engine is not running. The float valve mechanism includes a
needle and a seat. The needle valve is constructed of hardened steel, or it may have a
synthetic-rubber section which fits the seat. The needle seat is usually made of
bronze. There must be good fit between the needle and seat to prevent fuel leakage
and overflow from the discharge nozzle.

The essential parts of a float type carburetor are:

The float mechanism and its chamber

1. The main metering system
2. The idling system
3. The mixture control system
4. The Accelerating system
5. The economizer system
THE MAIN METERING SYSTEM

The main metering system controls the fuel feed in the upper half of the engine
speed range as used for cruising and full throttle operations. It consists of three units
such as:

1. The main metering jet, through which fuel is drawn from the float chamber.
2. The main discharge nozzle, which may be any one of the several types.
3. The passage leading to idling system.

The three functions of the main metering system are:

1. To proportion the fuel/air mixture

2. To decrease the pressure at the discharge nozzle
3. To control the air flow at full throttle.

The main metering system supplies fuel to engine at all speeds above idling the
fuel discharged by the system is determined by the drop in pressure in the venturi
throat.
THE IDLING SYSTEM

At idling speeds the air flow through the venturi of the

carburetor is too low to draw sufficient fuel from the discharge nozzle, so the
carburetor cannot deliver enough fuel to keep the engine running. At the same time,
with the throttle nearly closed, the air velocity is high and the pressure is low between
the edges of the throttle valve and the valves of the air passage. Further more, there
is very high suction on the intake side of the throttle valve. Because of this, an idling
system with an outlet at the throttle valve is added. This idling system delivers fuel
only when the throttle valve is nearly closed and the engine is running slowly. An idle
cutoff valve stops the flow of fuel through this idling system and this is used for
stopping the engine.

A rich mixture is used in the idle range because, at idling speed

there may not be enough air flowing around its cylinders to provide proper cooling.
THE MIXTURE CONTROL SYSTEM

At higher altitudes the air is under less pressure, as less density, and is at a lower
temperature. The weight of the air taken into an unsupercharged (naturally aspirated)
engine decreases with the decrease in air density, and the power is reduced
approximately the same proportion. Since the quantity of oxygen taken into the
engine decreases, the fuel air mixture becomes too rich for normal operation. The
functions of the mixture control system are:

1. To prevent the mixture from becoming too rich at high altitudes.

2. To economize on fuel during engine operation in the low power range where
cylinder temperature will not become excessive with the use of the linear
mixture.
THE ACCELERATING SYSTEM

When the throttle controlling an engine is suddenly open, there is a

corresponding increase in the air flow; but because of the inertia of the fuel, the fuel
flow does not accelerate in proportion to the increased airflow. Instead, the fuel lags
behind, which results in a temporarily lean mixture. This, in turn, may cause the
engine to miss or back fire, and it is certain to cause a temporary reduction in power.
To prevent this condition, all carburetors are equipped with an accelerating system.
This is either an accelerating pump or an accelerating well. The function of the
accelerating system is to discharge an additional quantity of fuel into the carburetor
air stream when the throttle is opened suddenly, thus causing a temporary enrichment
of the mixture and producing a smooth and positive acceleration of the engine.
THE ECONOMIZER SYSTEM

An economizer or power enrichment system is essentially a valve which is closed

at low engine and cruising speeds, but it is opened at high speeds to provide an
enrichment mixture to reduce burning temperatures and prevent detonation. This
system supplies and regulates the additional fuel required for all speeds above the
cruising range. An economizer is also a device for enriching the mixture at increased
throttle settings. However, the economizer close properly at cruising speed otherwise,
the engine may operate satisfactorily at full throttle but will “load up” at and below
cruising speed because of the extra fuel being fed into the system. The extra rich
condition is indicated by rough running and by black smoke emanating from the
exhaust.

CARBURETOR ICING

When the fuel is discharged in to the low pressure area, in the carburetor
venturi, the fuel evaporates rapidly. This evaporation of the fuel cools the air, the
valves, and the water vapor. If the humidity (moisture content) of the air is high and
the metal of the carburetor is cooled below 32° F (0° C), ice forms and interferes with
the operation of the engine. The fuel-air passages are clogged, the mixture flow is
reduced and the power output drops. If the condition is not corrected the drop in
power output may cause engine failure. Ice formation in the carburetor may be
indicated by a gradual loss of engine speed, a loss of MAP or both, without change in
the throttle position.

Ice may be formed in a carburetor system by any one of three processes.

1. The cooling effect of the evaporation of the fuel after being introduced into the
air stream may produce fuel ice or fuel evaporation ice.
2. Water in suspension in the atmosphere coming in contact with the engine parts
at a temperature below 32° F may produce impact ice or atmospheric ice.
3. Freezing of the condensed water vapor in the air at or near the throttle forms
the throttle ice or expansion ice.

THROTTLE ICE

Throttle ice is most likely to form when the throttle is partially closed, such as during
let down for a landing. The air pressure is decreased and the velocity is increased as
the air passes through the throttle.

FUEL VAPOURISATION ICE

Fuel vaporization ice usually occurs in conjunction with throttle icing. It is most
prevalent with conventional float type carburetors. It occurs with pressure
carburetors, to a lesser degree, when the fuel/air mixture reaches a freezing
temperature as a result of the cooling of the mixture during the expansion process
between carburetor and engine manifold.

IMPACT ICE

Impact ice is formed by moisture-laden air at temperatures below freezing when the
air strikes and freezes on elements of the induction system which are at temperatures
of 32° F (0° C) or below. Under these conditions ice may build up on such components
as the air scoops, heat or alternative air valves, intake screens, and protrusions in the
carburetor. The ambient temperature at which impact ice can be expected to build up
most rapidly is about 25° F (-3.9 ° C).

PRESSURE INJECTION CARBURETOR

The basic principles of the pressure injection carburetor can be explained that mass air
flow is utilized to regulate the pressure of fuel to a metering system which in turn
governs the fuel flow. The carburetor increases the fuel flow in proportion to mass air
flow and maintains a correct F/A ratio in accordance with the throttle and mixture
settings of the carburetor. Pressure carburetors do have some advantages over float-
type carburetors, they operate during all types of flight maneuvers (including
aerobatics), and carburetor icing is less of a problem.
 The main parts of a pressure injection carburetor system: 1.The throttle unit, 2.The
regulator unit, 3.The fuel control unit.

Result

Thus studied about the piston engine carburetor purpose, requirements, types,
construction, principles and operation.
EX.NO 5: Aircraft wood gluing-single & double scarf joints

AIRCRAFT WOOD GLUING - SINGLE SCARF JOINT

AIM:
to make an aircraft wood gluing by using single scarf joint.
APPARATUS REQUIRED:
Marking tools
Measuring tools
Bench vice
Cutting tools
Jack plane
Rasp file.

PROCEDURE:

 The given work piece is firmly clamped in the carpentry vice.

 Using the try square, the right angles of the faces are checked.

 Using the steel rule, make a mark at the centre of the work piece.

 Using the try square, make a right angle mark at the centre of the work piece.

 Using the cutting tool makes the cut and in one half, the unwanted portions of
wood are removed by using the tenon saw and firmer chisel. The same
procedure is done for the other half of work piece.

 The finished two pieces are glued together to form the scarf joint.
RESULT:

  Thus the required single scarf joint is obtained.

AIRCRAFT WOOD GLUING - DOUBLE SCARF JOINT

AIM:
to make an aircraft wood gluing by using double scarf joint.
APPARATUS REQUIRED:
Marking tools
Measuring tools
Bench vice
Cutting tools
Jack plane
Rasp file.

PROCEDURE:

 The given work piece is firmly clamped in the carpentry vice.

 Using the try square, the right angles of the faces are checked.

 Using the steel rule, make a mark at the centre of the work piece.

 Using the try square, make a right angle mark at the centre of the work piece.
  Using the cutting tool makes the cut and in one half, the unwanted portions of
wood are removed by using the tenon saw and firmer chisel. The same
procedure is done for the other half of work piece.

 The finished two pieces are glued together to form the scarf joint.

RESULT:

  Thus the required single scarf joint is obtained.

EX.NO 6: Welded single & double V-joints.
Welded single & double V-joints.

AIM:

To join the given work pieces as a single and double ‘V’ butt joint by arc
welding.

Types of welding

  There are two types of welding process. They are

  1. Plastic welding

  2. Fusion welding

 Plastic welding

  In plastic welding the metal pieces are heated to a plastic state. Then they are
pressed together to make the joints. The plastic welding is also known as pressure
welding. During plastic welding there is no filler metal is required. Example: spot
welding, projection welding.

Fusion welding

In fusion welding the metal at the joint is heated to a molten state. Then it is
allowed to solidify. Pressure is not applied in this welding process. Addition of filler
metal is required for this type of welding. So it is known as non-pressure welding.
Example: gas welding, arc welding.

APPARATUS REQUIRED
Inert gas cylinder
  Inert gas regulator
  Inert gas shutoff valve
  Arc welding machine
  Welding cables for electrode and ground connector
  A welding bench
  Water supply with inlet and outlet hose
  Non consumable tungsten electrode

PROCEDURE

   Connect the welding cylinder with the Co2 Cylinder.

   Switch on 3 phase power supply.

   Set the solid in the plant.

   Mild steel plate strut lap over another.

 Using mig Welding machine first both lapping and butting would be done.
EX. NO 7: Fabric & Riveted Patch repairs
Fabric Patch repair

AIM: 

To make a fabric patch repair in aircraft.

APPARATUS REQUIRED:

  Measuring tape

 Fabric

 Scissors

 MEK - aircraft paint remover

 Sponge and 2 cups

 Horse hair brush

PROCEDURE:

1. Pour some of the MEK aircraft fluid into a cup. Dip the sponge into the fluid and
wipe around the hole or tear and add an extra 2 inches to the area. Wipe until all paint
is removed from the fabric.
2. Pull at the edges of the hole or tear to fray the fabric material. Let the MEK dry.
Scrub the hole and tear area with the horse hair brush.

3. Pour some of the aircraft glue into a separate cup. Dip the sponge brush into the
glue and apply a generous coat of glue to the tear and the 2 inch area around the tear.
Let the glue dry. 

4. Measure the length and the width of the hole in the garment. 

5. Add 3 inches to the length and width.

6. Cut a rectangle of fabric using the measurements using a pair of sharp scissors.

RESULT:

Thus the repair in aircraft skin is done by fabric patch.

RIVETED PATCH REPAIR

AIM: 

To learn about aircraft (skin) structural repairs by means of testing of riveted joint

APPARATUS REQUIRED: 
 Hammer
 Chisel
 Dolly
 Vernier Caliper
 Snap and file
 Hand vice
 Fabric
PROCEDURE:

1. Riveted holes for riveting must be clean, round and of proper size and clean of
basis.
2. Drew out the damaged area of the skin into regular shape by common radius. 

3. Size the fresh plate within tolerance limits, smoothen the edges of the plates by file.
Also ensure the exact size by Vernier caliper.

4. Prepare a back plate to lap around the finish patch plate.

5. Grip the plates (for butt joints and three plates for lap joints) by hand vice. 

6. Size the length of the rivets.

RESULT:

Thus the repair in aircraft skin is done by Lap patch riveting.

EX.NO 8: Tube bending and flaring
Tube bending

AIM: To obtain a smooth bend without flatting the tube.

Tools
1. Smooth file
2. filter square
3. steel rule
4. hack saw
Materials
1. Aluminum pie
2. nipple and nut
Equipment
1. Bench wise
2. hand flaring tools
PROCEDURE:

1. First of all cut the pipe slightly larger than its requirement.

 2. Mark the place on the tube where the bend is required.

 3. Position the tube between two blocks in the tube bending machine.

 4. Operate the hydraulic jack lever. It moves the radius bend bars forward the tube
and while doing so the tube is bent to desired angle.

5. If the bend is not proper the same procedure is repeated two or three times.

RESULT:

Thus the desired degree of bend is made in the tube.

 TUBE FLARING

AIM: 

To renew the damaged tube length with necessary end fittings and flaring
to prevent fluid damage.

Tools

1.Smooth file
2.filter square
3.steel rule
4.hack saw
Materials
1.Aluminum pie
2.nipple and nut
Equipment
3. Bench wise
4. hand flaring tools
PROCEDURE:1. Shape and size the tube squarely.

 2. Slide in the sleeves and nuts as shown in drawings.

 3. Open the damp screw of the flaring tool, insert the tube to flared clamping blocks
tighten the clamp screw.

4. Use 370 flaring screws in the cone and fill the desired amount of flaring.

 5. Remove the cone and undamped the pipe from the tool.

6.The portion of the tube on the sleeve indicates the maximum amount of flaring.

RESULT: Thus the desired amount of flaring is made in the tube

EX.NO :9 Sheet metal forming
AIM:To fabricate channel section by sheet metal forming.

PROCEDURE:

1. The required length of the sheet metal should be cue in proper size. 
2. Using the sharp pencil mark the set back lines as shown in figure. Set back is the
distance from the bend tangent line to the mold point.
3. The metal in positioned in the bench wise with two wooden blocks. 
4. The 2 wooden forming blocks should have one edge rounded for the desired radius
of bend. 
5. The wooden forming block is bended to the desired angle by tapping lightly with a
mallet bend metal.
6. Continue this process until the protruding metal is forced down to the desired
angle.
RESULT: 

Thus the required channel section is made

EX NO: 10 : Preparation of glass epoxy of composite laminates and specimens

AIM: 

To learn the preparation of glass epoxy composite laminates and specimens. 

MATERIALS REQUIRED:

Glass fibre, Epoxy resin, Hardener, Thinner.

APPARATUS REQUIRED:

Ply, Mila ply, Roller, Weighing machine, Owen.

PROCEDURE:

1. Cut the required length of glass fibre and placed it on the mila ply.

2. Mix the resin and hardener in the ratio of 10:1 and stir well using the stirrer.

3. Apply the resin on the fibre by using roller to make a lamina. 

4. Keep another piece of glass fibre and repeat the above procedure
RESULT: 

Thus the required glass epoxy laminate is made