RECIPROCATING ENGINE

REC. ENGINE
REQUIREMENT
• Reliability  Handal; bisa terbang
selama 33 jam dari New York ke Paris th
1927.
• Durability  The Curtis OX-5 pd era
W.W I … TBO hanya 100 jam, modrn
engine diharapkan bisa sampai 2000 jam
TBO-nya
• Operating Flexibility  Dapat run
smoothly dan dpat memberikan desire
performance pd semua kecepatan dari
idle sampai full power.
 DESIGN AND
CONSTRUCTION
* Type of Reciprocating Engine
Radial Engine
In Line Engine
V-Type Engine
Opposed Engine
• Specipic Weight  The ratio of the
weight of an aircraft engine to the brake
horsepower. Engine used in the Wright
Flyer … 14 pound per horsepower ; FAA
certificated horizontal opposed engine
under two pounds per horsepower.
• Streamlineability  Successful
approaches to reducing the drag.

4
TYPE OF RECIPROCATING
ENGINE
 * Engine Components
Crankcase
Crank shaft
Connecting Rod
Piston
Cylinder
Valve
ENGINE COMPONENT
CRANKCASE OPPOSED
ENGINE
ENGINE COMPONENT ARRANGEMENT
CRANKCASE RADIAL
ENGINE
RADIAL ENGINE COMPONENT ARRANGEMENT
 CRANKSHAFT
• Crankshat  Merupakan tulang punggung dr
reciprocating engine dg tugas utama merubah
gerakan bolak-balik dr piston dn connecting rod
menjadi gerakan berputar utk memutar propeller.
• Karena crankshat hrs menahan stress yg besar
biasanya dibuat dr bhn campuran yg kuat spt
chromium - nickel molybdenum steel.
• Bagian -bagian dr Crankshaft  Main bearing
journal, crankpin dn crank cheek. Sbg
tambahan ada counterweights dn dampers utk
me-reduce vibration
CRANKSHAFT
CRANKSHAFT
SINGLE THROW
CRANKSHAFT
CAM SHAFT TIMING GEAR
• Bearings  Adalah setiap bhn/barang yg
mendukung dn me-reduce friction dr dua
barang yg bergerak.

• Macam2 bearing :
- Plain bearing
- Ball bearing
- Roller bearing
COMMON TYPES OF BEARING
BEARING INSERT
MASTER ROD
 CONNECTING RODS
• Connecting Rods  Adalah sambungan yg
melanjutkan gaya/tenaga yg dihasilkan piston ke
crankshat.
• Type of connecting rod :
- Plain type
- Master and articulated rod type
- Fork and blade type
TYPICAL PLAIN CONNECTING ROD
ARTICULATED ROD
PISTON
• Piston head
• Piston skirt
• Piston pin boss
• Piston pin
• Ring groves
PISTON
FUNCTION OF PISTON RING
• Prevent leakage of gas pressure from the
combustion chamber.
• Reduce oil seepage into the combustion
chamber.
• Transfer heat from the piston to cylinder walls.
 CYLINDER
• Choke bore cyl.  Diameter top cyl < Diameter skirt cyl.
• Cyl. Hardened  - Nitriding

- Crome plating
Nitrided Cyl.  Warna biru Cyl. Base / Fin
Chrome plated  Warna Orange  Cyl base / Fin
CYLINDER & CYLINDER
NUMBERING
RAD. CYL. NUMBERING & VALVE
BASIC VALVES COMPONENT
• Valves head
• Valve face
• Valve neck
• Valve stem
• Valve tip

• Some Valves are filled with metallic sodium

to reduce their operating temperatures.
VALVE SEAT & VALVE OPR. MECHANISM
CAM RING SPEED & RAD.ENG. VALVE
MECHANISM
 PROPELLER REDUCTION
GEARS
• Permits a Propeller to turn slower than the engine
• Reduction gear sys. Utilize spur gears, planetary gears or combination of
two
• A quill shaft  Hardened steel shaft dipasang antara prop shaft dan
crank shaft utk meredam torsional vibration.
• Gear Ratio = Teeth Ring gear+Teeth Sun gear
Teeth Ring Gear
PROPELLER SHAFTS
• Tapered propeller shaft
• Splined propeller shaft
• Flanged propeller shaft
• Tapered shaft - Used on low power engine
• Splined shaft  Used on high power radial engine
• Flanged shaft  Modern hor. Opposed engine
 ENGINE IDENTIFICATION
• O - Horizontally opposed engine
• R - Radial engine
• I - In-Line engine
• V - V- type engine
• T - Turbocharged
• I - Fuel Injected
• S - Supercharged
• G - Geared nose section (prop reduction gear)
• L- Left hand rotation (for multi engine install)
• H - Horizontal mounting (for helicopters)
• V - Vertical mounting (for helicopter)
• A- Modified for aerobatic

• O-320
- O Opposed engine
320 Displacement Cubic Inches
 • LIO-360-C
L Left hand rotation
I Fuel injected
O Horizontally Opposed
360 Cubic inches
C Model

• GTSIO-520-F
G Geared
T Turbo
 S Supercharged
I Fuel Injected
O Horizontally Opposed
520 Displaces cubic inches
F Model
* OPERATING PRINCIPLE
= Energy Transformation
= Energy Transformation Cycles
- Four Stroke Cycle
+ Intake Stroke
+ Compression Stroke
+ Power Stroke
+ Exhaust Stroke
+ Valve Timing
+ Firing Order
= Two Stroke Cycle
 ENERGY TRANSFORMATION
• Chemical energy fuel  Heat energy  Tekanan gas meningkat dlm Cyl 
Mechanical energy krn gerakan piston “down ward”
• Karena fuel yg digunakan menghasilkan panas yg dibakar dlm engine maka
aircraft engine termasuk “internal combustion engine”
• Kalau fuel yang dibakar terjadi diluar engine, maka proses ini dinamakan
“external combustion”
• Intake  Fuel and air are drawn into cylinder when the intake valve open
and piston travels down ward.
• Compression  The fuel air mixture is compressed in the cylinder by the
upward motion of the piston
• Ignition  Once compressed, the fuel-air mixture is ignite by a spark
• Power  The burning gases expand and force the piston downward
which, inturn, rotates the crankshaft to produce work.
• Exhaust  The burned gases are scavenged and forced out of cylinder
through the exhaust port as the piston moves upward a second time. Once
the piston reaches the top of cylinder, the sequence is repeated.
ONE STROKE & 4 STROKES CYCLE
VALVE TIMING
VALVE OPENING
AND CLOSING
FIRING ORDER
• Firing order untuk Radial Engine double row
14 cylinder  Mulai dari nomor 1 selanjutnya
pakai formula/rumus tambah 9 atau kurangi 5
berapapun hasilnya tapi masih dalam batas
angka/nomor 1 dan 14.
• Untuk Radial Engine double row 18 cylinder
 Mulai dari nomor 1 selanjutnya pakai
formula/rumus tambah 11 atau kurangi 7
berapapun hasilnya tapi masih dalam batas
angka/nomor 1 dan 18.
TWO STROKE CYCLE
 = Work - Power Consideration

- Work

Work (W) = Force (F) x Distance (D)

- Power

Power = Force x Distance

Time

- Horsepower
Horsepower = Force x Distance
33.000 X Time
• WORK  If a force is applied to an
object and the object moves, work is
done.
Example :
If an engine weighing 400
pounds is lifted 10 feet, the work done
is 4000 foot- pounds.
Work = 400 pounds X 10
feet
= 4.000 foot-pounds
• In the English system , work is typicalliy measured in foot-pounds. One
foot-pound is equal to one pound of force applied to an object through the
distance of one foot.
• In the metric system, the unit of work is the joule. One joule is the work
done by a force of one newton acting through a distance of one meter.
One pound is equal to 4.448 newtons.
• Power is defined as the time rate of
doing work. English system, power
is expressed in foot- pound per
second, whereas the unit of power
in the metric system is joule per
second.

• 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.
Horse Power = Force X Distance
33,000 X Time
 - INDICATED HORSEPOWER
PLANK
Indicated Horsepower = ---------------
33,000
P = Indicated Mean Effective Pressure (IMEP) inside
the
cylinder during power stroke.
L = Length of the stroke in feet or fraction of a foot.
A = Area of the piston head in square inches.
N = Number of power strokes per minute for one cylinder,
On a four stroke engine, this is found by dividing the
Rpm by two.
K = The Number of Cylinder on the engine
 • 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.
• ENGINE EFFICIENCY  To determine how
efficient an engine is, several factors must be
examineed, including an engine’s thermal,
volumetric, and mechanical efficiency.
 - Brake Horsepower
2π x Torque x
Rpm
Brake Horsepower = --------------------------
33.000
- Piston Displacement
Total Piston Displacement = A X L X N
A = Area of piston head in square
inches
L = Length of the stroke in inches
N = Number of Cylinder
• THERMAL EFFICIENCY  An engine’s
thermal efficiency (TE) is a ratio of the
amount of heat energy converted to useful
work to the amount of heat energy
contained in the fuel used to support
combustion.

• Thermal Efficiency = Horsepower X

33.000
F X BTU X K
- Horsepower = An engine’s brake or
indicated horsepower.
33.000 = Number of foot-pounds of work
per minute in one horsepower.
F = Weight of fuel burned per minute
BTU = Heat value of the fuel burned
measured in BTU.
K = Constant representing the number
of foot-pounds of work each BTU is
capable of doing in one second.

BHP is used  the result Brake Thermal Eff.

(BTE).
IHP is used  the result Indicated Thermal Eff.
(ITE)
• VOLUMETRIC EFFICIENCY  Volumetric effi-
ciency (VE) is the ratio of the volume of fuel and
air an engine takes into its cylinders to the total
piston displacement.
VE = Vol. Of mixture corr. for nonstd cond.
Total piston displacement
The volumetric efficiency of most normally
aspirated engines is less than 100 percent.
• Turbocharged engine, often have volumetric
eff. greater than 100 percent
• Some Factors that affect volumetric eff. of
non –turbocharged engine :
- Part throttle operation
- Long, small diameter, intake pipes
- Induction systems with sharp bends
- High carburetor air temperatures
- Incomplete scavenging
- Improper valve timing
- Increases in altitude
• MECHANICAL EFFICIENCY  Mechanical
effi-ciency is the ratio of brake horsepower to
indi-cated horsepower and represents the the
per-centage of power developed in the cylinders
that reaches the propeller shaft. For example if
an engine develops 160 brake horsepower and
180 indicated horsepower  mechanical
efficiency  89 percent.
FACTORS AFFECTING POWER
- Manifold pressure
- Detonation and Preignition
- Compression Ratio
- Ignition Timing
- Engine speed
- Specific fuel consumption
- Altitude
- Fuel air ratio
• Man Pressure  Absolute pressure of the
fuel/air mixture at apoint just outside a cylinder
intake port.
• Detonation  Uncontrolled explosive ignition of
the fuel/air mixture in the cylinder.
• Preignition  The fuel/air mixture ignites too
soon, it is caused by hot spots in cylinder that
ignite the fuel/air mixture before the spark plug
fire.

67
• Compression Ratio  The ratio of cylinder
volume with the piston at the bottom of its stroke
to the volume with the piston at the top of its
stroke.
• Ignition Timing  When the ignition event is
properly timed, complete combustion and
maximum pressure occur just after the piston
passes top dead center at the beginning of the
power stroke. If the ignition event occurs too
early, an engine loses power because maxi-
mum cylinder pressure builds too early.
• Engine speed  The faster an engine runs, the more
power it produces.
• Specific Fuel Consumption  The number of pounds
of fuel burned per hour to produce one horsepower.
• Altitude  Whenever less air is available for
combustion, engine power output decreases.
• Fuel/Air Ratio  Combustible fuel/air ratios range
from 8 : 1 to 18 : 1
• Penyebab detonation :
a. Lower fuel grade
b. Wrong ignition timing
c. Heavy engine load at low Rpm
d. Fuel/Air mixture too lean
e. High Compression ratio

• Akibat dari Detonation :

a. High cyl temp & pressure
b. Rough engine running
c. Overheating
d. Power loss
Bentuk Hot Spot :
a. Adanya Carbon Particle
b. Overheated valve edges
c. Silica deposits on spark plug.
d. Red-hot spark plug electrode.

Penyebab Hot Spot

a. Poor engine cooling
b. Dirty intake air filters
c. Shutting down engine at high rpm
DETONATION
COMPRESSION RATIO
DISTRIBUTION OF POWER
EXHAUST  45 %
FRICTION  5 %
COOLING  20 %
PROPELLER LOSSES  3 %
USEFUL WORK  27 %
RECIPROCATING ENGINE
FUEL METERING
= Type of Metering Devices
= Metering Principles
= Fuel / Air Chemistry
- Atmosphere Contens
- Fuel / Air Ratio
= Mixture Ratio Terminology
= Leaning Techniques
= Specipic Fuel Consumption
 • FUEL METERING  Fuel metering adalah
bagian dari fuel system utk mengontrol jumlah
fuel yg dikirim ke engine. Utk mendapatkan
best engine performance dan fuel economy,
fuel metering hrs mampu mencampur fuel dan
udara yg tepat dihadapkan dg pengopera-sian
yg luas dan kondisi lingkungan.
• Fuel metering jg hrs mampu mengatomisasi dan
mendistribusikannya sehingga dpt dibakar dg
sempurna dalam cylinder.
TYPE OF METERING
DEVICES
• Carburator
• Fuel Injection Unit

• Carburator  a. Float type carburator

b. Pressure Injection Carb.
METERING PRINCIPLES
 MIXTURE RATIO
TERMINOLOGY
• Rich indicates that air has been removed or fuel has
been added to a given mixture.

• In other words, a mixture ratio of 8 : 1 is richer than a

mixture ratio of 10 : 1.
 = Detonation and Preignition
= Backfire and Afterfire
= Carburetor
= Carburetor Venturi Principles
= Carburetor System
= Float Type Carburetor
- Main Metering
- Air Bleed
= Float Type Carburetor Maintenance
• BACKFIRE  Apabia fuel/air mixture too lean, terjadi
penyalaan sebelum intake valve close, di induction
manifold, fuel metering unit dan diluar induction air filter.
Backfire selalu terjadi dalam induction system.

• AFTERFIRE  Apabila fuel/air mixture exce-ssively rich

, pembakaran didalam cylinder blm sempurna sebelum
exhaust valve open, pembakaran berlanjut dalam
exhaust system, dlm hal ini biasanya timbul nyala api
keluar dari exhaust pipe.
• CARBURATOR  Mix fuel and air to establish
an optimum fuel /air ratio.
• In addition  Semua Carburator membuat
atomisasi fuel dan menghasilkan campuran fuel
dan udara kemudian mendistribusikannya
semerata mungkin kepada setiap cylinder.
• All carburators are equipped with a throttle
valve, the throttle valve sometimes referred to as
a butterfly valve, consist of a flat, circular piece
of metal that is always installed between venturi
and the engine.
CARBURATOR VENTURI
PRINCIPLES
 CARBURATOR SYSTEM
• Carburator sys  Diberikan utk supaya engine
beroperasi dg baik dibawah engine loads, speeds and air
densities yg bervariasi.
• Carburator system antara lain terdiri dari :
- Main metering
- Idling
- Mixture control
- Accelerating
- Power enrichment or economizer
 • Two type Carburetor yg akan kita diskusikan :
- Float type Carburator
- The Pressure Injection Carburetor
Float type  Menggunakan float utk mengatur
sejumlah fuel yg masuk ke dlm Carburetor, dlm float type
carb. Fuel disimpan dlm float chamber. Sejumlah fuel yg
masuk ke dlm float chamber diatur oleh needle valve.
FLOAT TYPE CARB. & MAIN
METERING
 MAIN METERING
• Guna Main Metering  Utk men-supply sejumlah fuel yang tepat
ke dlm engine utk semua kecepatan diatas idle.
• Main metering system terdiri dari :

One or more venturi tube

Main metering jet
Discharge nozzle
Throttle valve
• FUEL METERING HEAD  Beda permukaan fuel di
float chamber dan dischard nozzle – 1/8 inch
• KEGUNAAN  Untuk mencegah tumpahan fuel dari
Nozzle ketika engine shut down

• SURFACE TENSION  Secara pisik milik fluida,

merupakan daya menyatu dari molekul-mole-kul, dg
adanya cohesiveness fluida bertendensi menyatu dp
menyebar/pecah.
DISCHARGE NOZZLE
AIR BLEED

93
IDLING SYSTEM
IDLING SYSTEM
IDLING SYSTEM
• AS GENERAL RULE  MIXTURE YG DIBE-RIKAN OLEH IDLING
SYSTEM ADALAH KAYA JIKA DIBANDINGKAN DG MAIN METERING
SYSTEM, HAL INI DIPERLUKAN UNTUK ENGINE COOLING KRN
ALIRAN UDARA PD SAAT IDLING TDK CUKUP EFEKTIF UTK
PENDINGINAN.
• MIXTURE CONTROL  REGULATE THE RATIO OF FUEL AND AIR
SUPPLIED TO THE ENGINE, TO ALLOW THE ENGINE TO OPERATE
EFFICIENTLY AT VARIOUS ALTITUDES AND VARIETY OF
CONDITIONS..
 • MIXTURE CONTROL :
1. VARIABLE ORIFICE MIX. CONTROL
2. BACK SUCTION MIX. CONTROL.
* VARIABLE O.M.C.  POSISI IDLE CUT OFF NO FUEL FLOW TO THE
MAIN METERING JET. WHEN VALVE FULLY OPEN THE AMOUNT OF
FUEL ALLOWED TO FLOW TO THE DISCHARGE NOZZLE IS
RESTRICTED ONLY BY THE MAIN METERING. WHEN PLACE IN AN
INTERME-DIATE POSITION  FUEL FLOW TO DISCHARGE NOZZLE
DETERMINE BY SIDE OF OPENING IN MIXTURE VALVE.
VARIABLE ORIFICE MIX.
CONTROL
 • BACK SUCTION MIX. CONTROL.  LOW PRESSURE IS USED TO
CONTROL THE PRESSURE DIFFERENTIAL BETWEEN THE VENTURI
AND FLOAT CHAMBER, LOW PRESSURE IS TAKEN FROM VENTURI
AND ROUTED THROUGH A MIXTURE CONTROL VENT VALVE INTO
THE FLOAT CHAMBER.
• CARBURATOR USE BACK SUCTION MIX. CONT. THE FLOAT CHAMBER
IS VENTED TO THE ATMOSPHERE AND TO A LOW PRESSURE NEAR
THE VENTURI
BACK SUCTION MIX.
CONTROL
 • AUTOMATIC MIXTURE CONTROL  A FEW FLOAT TYPE
CARBURETOR UTILIZE A MIXTURE CONTROL SYSTEM THAT
AUTOMATICALLY MAINTAINS THE PROPER FUEL/AIR MIXTURE
DURING FLIGHT.
• ACCELERATION SYSTEM  PROVIDES AN IMMEDIATE, BUT BRIEF,
INCREASE IN FUEL FLOW IN THE THROAT OF CARBURETOR TO
ENRICHEN THE MIXTURE
 ACCELERATION SYSTEM
• ACCELERATION WELL
• ACCELERATION PUMP SYSTEM

• Acceleration Well  When the throttle is rapidly advance, the excess fuel
in the accele-ration well is drawn out through the discharge nozzle so ample
fuel is available to produce a rich mixture.
• Accelerator Pump  When the throttle valve is opened quickly, the piston
moves down and forces the stored fuel past a discharge check valve and
through a separate discharge nozzle into airstream.
ACCELERATION WELL

105
ACCELERATOR PUMP
 • POWER ENRICHMENT/ECONOMIZER SYSTEM  ONE WAY OF
DISSIPATING EXCESS HEAT IS TO INCORPORATE A POWER
ENRICHMENT SYSTEM THAT PROVIDES A RICH FUEL/AIR MIXTURE
AT HIGH POWER SETTINGS. THIS WAY THE EXCESS FUEL IN THE
MIXTURE HELP COOL YHE CYLINDERS.
• ALTHOUGH POWER ENRICHMENT SYTSEM INCREASES FUEL FLOW
AT HIGH POWER SETTING IT DOES PERMIT AN OPERATOR TO USE A
LEANER MIXTURE DURING NORMAL CRUISE OPERATIONS. FOR
THIS REASON A POWER ENRICHMENT SYSTEM IS SOMETIMES
REFERED TO AS AN ECONOMIZER SYSTEM.
 • POWER ENRICHMENT/ECONOMIZER SYSTEM :
a. NEEDLE TYPE
b. AIR BLEED TYPE
• NEEDLE TYPE  Needle valve is installed upstream of the enrichment jet
and is operated by the throttle shaft.
• AIR BLEED TYPE  If the size of the air bleed is decreased, the fuel/air
mixture becomes richer. Based on this, if you can control the size of the air
bleed, you can control the mixture ratio.
ECONOMIZER SYSTEM
AIR BLEED ECONOMIZER
 FLOAT TYPE CARB. LIMITTATIONS

• LOW OPERATING PRESSURE, CAN RESULT IN

COMPLETE VAPORIZATION AND INADEQUATE FUEL
FLOW FROM DISCHARGE NOZZLE
• DOES NOT RESPOND WELL TO SUDDEN A/C
MANEUVERS AND UNUSUAL A/C ATTITUDE
• TENDENCY TO ACCUMULATE ICE
TWO CATEGORIES OF CARB. ICING

• FUEL EVAPORATION ICE

• THROTTLE ICE
 FLOAT TYPE CARB. MAINTENANCE

• EXACT TYPE OF MAINTENANCE DEPEND ON :

1. PROFICIENCY LEVEL
2. THE AVAILABILITY OF REPLACEMENT
PARTS
3. THE AVAILABILITY OF REQUIRED
SERVICE EQUIPMENT
• BASIC TYPE OF CARB. MAINTENANCE INCLUDE PERIODICALLY
CHECKING ALL CONTROL LINKAGES FOR FREEDOM OF MOVEMENT
THROUGH THEIR FULL RANGE OF MOTION. IN ADDITION YOU
SHOULD EXAMINE THE FUEL LINES AND AIR HOSES FOR KINKS,
DISTORSION, OR INDICATIONS OF LEAKAGE
• IDLE MIXTURE ADJUSMENTS
• IDLE SPEED ADJUSMENTS
CARBURETOR OVERHAUL
• DISASSEMBLY
• CLEANING
• INSPECTION
• REASSEMBLY
• INSTALLATION
PS7BD PRESSURE
CARBURETOR
 PRESSURE INJECTION
CARBURETORS
• DO NOT UTILIZE A FLOAT CHAMBER TO STORE FUEL
• FUEL IS DELIVERED UNDER PRESSURE BY FUEL PUMP THROUGH
THE CARBURETOR AND OUT THE DISCHARGE NOZZLE
• NO NEED TO PLACE THE DISCHARGE NOZZLE DIRECTLY IN
VENTURI.
• OPERATION AND DESIGN PRESSURE INJEC-TION CARBURETOR
BERBEDA JIKA DIBANDING DG FLOAT TYPE CARBURETOR NAMUN
INDIVIDUAL SYSTEM MASIH DIPERLUKAN SPT :
- FUEL METERING
- MIXTURE CONTROL
- IDLING
- ACCELERATION
- POWER ENRICHMENT
 MAIN METERING
• THE FUEL REGULATOR/FUEL CONTROL UNIT
• MAIN METERING JET
• THROTTLE VALVE

• FUEL REGULATOR/FUEL CONTROL UNIT IS DEVICE RESPONSIBLE

FOR METERING THE APPROPRIATE AMOUNT OF FUEL FOR ENGINE
OPERATION. A TYPICAL FUEL REGULATOR UNIT CONSISTS OF FIVE
DISTICNT CHAMBERS, AN INNER AND OUTER DIAPHRAGM, A POPPET
VALVE ASSEMBLY, AND A MAIN METERING JET ( FIG. 7-41)
FUEL REGULATOR UNIT
IDLE NEEDLE VALVE
MIXTURE CONTROL
ACCELERATION SYSTEM
DOUBLE STEP IDLE VALVE
POWER ENRICHMENT
SYSTEM
• FLOAT TYPE CARBURETOR DAN PRESSURE
INJECTION CARBURETOR EXTREMELY
RELIABLE NAMUN DEMIKIAN MASIH PUNYA
KELEMA-HAN YAITU :

1. INTAKE MANIFOLD BERBEDA DALAM

PANJANG DAN BENTUK. DISTRIBUSI
DR FUEL/AIR MIXTURE TDK MERATA

2. RAWAN TERHADAP
TERJADINYACARBURETOR ICING.
 FUEL INJECTION SYSTEM
• DIRECT FUEL INJECTION SYS.  FUEL IS
INJECTED DIRECTLY INTO ENGINE CYLINDER .

• KEUNTUNGAN  - DISTRIBUSI MERATA

- MENGURANGI BACK
FIRING
* KERUGIAN  - TOLERANSI YG SANGAT
KETAT DARI PABRIK
- COMPONENTNYA RUMIT
- TDK PRAKTIS DAN MAHAL
 • TYPE FUEL INJECTION YG PALING SERING
DIGUNAKAN ADALAH CONTINUOUS FLOW FUEL
INJECTION SYSTEM  FUEL INJECTED AND MIXED
WITH AIR DALAM SETIAP INTAKE PORT SEBELUM
INTAKE VALVE. FUEL IS CONTINUOUSLY
INJECTED SELAMA COMBUS-TION CYCLE SBG
PENGGANTI HANYA SELAMA INTAKE STROKE.
TYPES OF CONTINUOUS
FLOW FUEL INJECTION
1. PRECISION AIRMOTIVE RSA SYSTEM
2. TELEDYNE CONTINENTAL SYSTEM

RSA FUEL INJECTION SYSTEM CONSISTS OF FIVE

PRIMARY COMPONENTS :
a. Ventury housing
b. Fuel metering unit
c. fuel regulator
d. Flow divider
e. Several fuel nozzles
RSA FUEL INJECTION
SYSTEM
BASIC COMPONENTS TELEDYNE
CONTINENTAL SYSTEM
1. ENGINE DRIVEN INJECTOR PUMP
2. FUEL / AIR CONTROL UNIT
3. FUEL MANIFOLD VALVE
4. INJECTOR NOZZLE
TYPICAL WET-SUMP
SYSTEM
DRY –SUMP LUBRICATION
OIL RESERVOIR & GEAR
TYPE OIL PUMP
GEROTOR TYPE PUMP & PRESS. RELIEF
VALVE
LOCATION OF TYP. SERVICE ITEM ON
DRY SUMP SYSTEM
BENDIX PS7BD PRESSURE
CARBURETOR
 REC. ENG. STARTING
SYSTEM
• INERTIA STARTER  ONE OF THE FIRST TYPES OF MECHANICAL
ENGINE STARTING DEVICES USED IN AVIATION
• DIRECT CRANKING STARTER
PROVIDES INSTANT AND CONTINUAL CRANKING
WHEN ENERGIZED. THIS ELIMINATES THE NEED TO
STORE PRE- LIMINARY ENERGY IN A FLYWHEEL
DIRECT CRANKING STARTE
R
SIDE MOUNTED STARTER
 REC. ENG. IGNITION
SYSTEM
• BATTERY IGNITION SYSTEM  MENGGU-NAKAN BATTERY SBG
SUMBER TENAGA LISTRIK.

• MAGNETO IGNITION SYSTEM  MENGGU-NAKAN ROTATING

MAGNIT SBG PENGGANTI BATTERY
• BATTERY IGN. SYSTEM CONSISTS OF :
= BATTERY
= IGNITION COIL
= BREAKER POINT
= CAM
= CAPACITOR
= DISTRIBUTOR
= SPARK PLUG
BATTERY IGNITION SYSTEM
 • BASIC COMP. HIGH TENSION MAGNETO :
= SINGLE HIGH TENSION MAGNETO
= A WIRING HARNESS
= SET OF SPARK PLUG
• SINGLE MAGNETO  Consists of permanent magnit having two, four, or
eight foles that are fixed to a single rotating shaft.
• DUAL MAGNETO  Containts two indepen-dent ignition system that
share a common ro-tating magnit. In other word containts two of everything
except rotating magnit and cam.
 • FLASHOVER  Is term used to describe an occurrence inside a high
tension magneto where a spark jumps to the wrong electrode in the
distibutor block.
• HIGH TENSION MAGNETO  Consists of mechanical system and three
distinct circuit; a magnetic circuit, a primary electrical circuit, and secondary
electrical circuit.
HIGH TENSION MAGNETO S
YSTEM
A SINGLE MAGNETO
• MAGNETO SPEED  Distributor rotor in a magneto always rotates at
one-half the engine crankshaft speed.

MAGNETO SPEED = NUMBER OF CYLINDERS

2 X NUMBER OF POLES
COMING IN SPEED  The speed at which a magneto must rotate to
produce enough voltage to fire a spark plug.
STARTING VIBRATOR
152
A TYPICAL IGNITION LEAD
IGNITION LEADS
SPARK PLUG
IGNITION HARNESS TESTER
COOLING AIR
AUGMENTOR TUBES