The operation of the powerplant is controlled from the cockpit or flight deck. Some installations have numerous control handles and levers connected to the engine by rods, cables, bellcranks, pulleys, etc. In most cases, the control handles are conveniently mounted on quadrants in the flight deck. Placards, or markings, are placed on the quadrant to indicate the functions and positions of the levers. In some installations, friction clutches are installed to hold the controls in place.
The term engine instruments usually includes all instruments required to measure and indicate the functioning of the powerplant. The engine instruments are generally installed on the instrument panel so that all of them can easily be observed at one time. Manifold pressure, rpm, engine temperature, oil temperature, CAT, and the fuel-air ratio can be controlled by manipulating the flight deck controls. Coordinating the movement of the controls with the instrument readings protects against exceeding operating limits.
Engine operation is usually limited by specified operating ranges of the following:
1. Crankshaft speed (rpm)
2. Manifold pressure
3. Cylinder head temperature
5. Oil temperature
6. Oil pressure
7. Fuel pressure
8. Fuel flow meter
9. Fuel/air mixture setting
The procedures, pressures, temperatures, and rpm used throughout this section are solely for the purpose of illustration and do not have general application. The operating procedures and limits used on individual makes and models of aircraft engines vary considerably from the values shown here. For exact information regarding a specific engine model, consult the applicable instructions.
Before starting the engine, observe the manifold pressure gauge that should read approximate atmospheric (barometric) pressure when the engine is not running. At sea level, this is approximately 30 “Hg, and at fields above sea level, the atmospheric pressure is less, depending on the height above sea level. Also, observe all engine gauges for the correct reading for engine off settings.
Correct starting technique is an important part of engine operation. Improper procedures often are used, because some of the basic principles involved in engine operation are misunderstood. Read more about typical procedures for starting reciprocating engines in the Airframe and Powerplant Mechanics General Handbook.
Engines that have undergone overhaul or major maintenance can have air trapped in some of the oil passages that must be removed before the first start. This is done by pre-oiling the engine by cranking, with the spark plugs removed, the engine with the starter or by hand (turning) until oil pressure is indicated. A second method is to pump oil under pressure through the oil system using an external pump until oil comes out of the oil outlet of the engine.
Whenever a radial engine remains shut down for any length of time beyond a few minutes, oil or fuel may drain into the combustion chambers of the lower cylinders or accumulate in the lower intake pipes ready to be drawn into the cylinders when the engine starts. [Figure 10-41] As the piston approaches top center of the compression stroke (both valves closed), this liquid being incompressible, stops piston movement. If the crankshaft continues to rotate, something must give. Therefore, starting or attempting to start an engine with a hydraulic lock of this nature may cause the affected cylinder to blow out or, more likely, may result in a bent or broken connecting rod.
To eliminate a lock, remove either the front or rear spark plug of the lower cylinders and pull the propeller through in the direction of rotation. The piston expels any liquid that may be present. If the hydraulic lock occurs as a result of overpriming prior to initial engine start, eliminate the lock in the same manner (i.e., remove one of the spark plugs from the cylinder and rotate the crankshaft through two turns). Never attempt to clear the hydraulic lock by pulling the propeller through in the direction opposite to normal rotation. This tends to inject the liquid from the cylinder into the intake pipe with the possibility of a complete or partial lock occurring on the subsequent start.
Proper engine warm-up is important, particularly when the condition of the engine is unknown. Improperly adjusted idle mixture, intermittently firing spark plugs, and improperly adjusted engine valves all have an overlapping effect on engine stability. Therefore, the warm-up should be made at the engine speed where maximum engine stability is obtained. Experience has shown that the optimum warm-up speed is from 1,000 to 1,600 rpm. The actual speed selected should be the speed at which engine operation is the smoothest, since the smoothest operation is an indication that all phases of engine operation are the most stable.
Some engines incorporate temperature-compensated oil pressure relief valves. This type of relief valve results in high engine oil pressures immediately after the engine starts, if oil temperatures are very low. Consequently, start the warm-up of these engines at approximately 1,000 rpm and then move to the higher, more stable engine speed as soon as oil temperature reaches a warmer level.
During warm-up, watch the instruments associated with engine operation. This aids in making sure that all phases of engine operation are normal. For example, engine oil pressure should be indicated within 30 seconds after the start. Furthermore, if the oil pressure is not up to or above normal within 1 minute after the engine starts, the engine should be shut down. Cylinder head or coolant temperatures should be observed continually to see that they do not exceed the maximum allowable limit.
A lean mixture should not be used to hasten the warm-up. Actually, at the warm-up rpm, there is very little difference in the mixture supplied to the engine, whether the mixture is in a rich or lean position, since metering in this power range is governed by throttle position.
Carburetor heat can be used as required under conditions leading to ice formation. For engines equipped with a float-type carburetor, it is desirable to raise the CAT during warm-up to prevent ice formation and to ensure smooth operation.
The magneto safety check can be performed during warm-up. Its purpose is to ensure that all ignition connections are secure and that the ignition system permits operation at the higher power settings used during later phases of the ground check. The time required for proper warm-up gives ample opportunity to perform this simple check, which may disclose a condition that would make it inadvisable to continue operation until after corrections have been made.
The magneto safety check is conducted with the propeller in the high rpm (low pitch) position, at approximately 1,000 rpm. Move the ignition switch from “both” to “right” and return to “both;” from “both” to “left” and return to “both;” from “both” to “off” momentarily and return to “both.”
While switching from “both” to a single magneto position, a slight but noticeable drop in rpm should occur. This indicates that the opposite magneto has been properly grounded out. Complete cutting out of the engine when switching from “both” to “off” indicates that both magnetos are grounded properly. While in the single magneto position, failure to obtain any rpm drop, or failure of the engine to cut out while switching to off, indicates that one or both ground connections are faulty. This indicates a safety problem; the magnetos are not secured at shut down and may fire if the propeller is turned.