Sistemas de Motores Reciprocating SMC171

MATERIAL PARA PROPÓSITOS DE INSTRUCCIÓN SOLAMENTE UDB DEPARTAMENTO DE AERONÁUTICA
Código: SMC171
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COMBUSTION INTERNA SMC171
SISTEMAS DE MOTORES DE
UDB DEPARTAMENTO DE AERONÁUTICA
FACULTAD DE AERONÁUTICA
DEPARTAMENTO DE INGENIERIA AERONAUTICA
Materia: Sistemas de Motores de Combustión Interna

UNIDAD II SISTEMAS DE MOTORES RECIPROCOS
SEMANA 7
Docente: Ing. Alfredo Morales
MATERIAL PARA PROPÓSITOS DE INSTRUCCIÓN SOLAMENTE
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NORMAS DE CONVIVENCIA Y RESPETO

1. Asistencia se tomara diariamente, se dará un periodo de gracia de 15 minutos máximo
desde la hora de inicio de la clase, después por ordenes del decano se cerrara la puerta y
no habrá entrada. Se tomara como tarde si retorna en el receso.
2. El que tenga 100% de asistencia al final del periodo tendrá una bonificación.
3. No utilizar el celular o cualquier dispositivo que no sea calculadora. Si algún dispositivo es
utilizado, este será decomisado y entregado hasta el final.
4. No comer en clase (A menos que sea el receso), limpieza de salón al final
5. Habrán 10 minutos de receso (no mas no menos), el que no entre se queda fuera
6. Se requiere 75% de la asistencia para hacer el Examen I, II y III (P1, P2, P3)
*(Casos especiales pueden ser platicados conmigo)
7. No se publicaran notas de cualquier estudiante no solvente.
8. No dormir en clase, si alguien se duerme se le dará una advertencia, a la siguiente se le
solicitara retirarse.
9. Si se mueven los escritorios deberán regresarlos a su posición estándar antes de poder
retirarse de la clase (ESTO ES IMPERATIVO)
10. Cuando el docente este dando clase o algún alumno presentando, se solicita silencio
completo, se dará una advertencia inicial y después se le solicitara retirarse de la clase.
11. Cualquier trabajo que tenga plagio será un cero directo y reporte al director y decano.
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EVALUACIONES
PERIODO II
Porcentaje Del Porcentaje
35% Periodo Del Final
TEORÍA 60.00%
Exposiciones cortas 35.00%
Exposiciones cortas 2P2 35.00% 21.00% 7.350% EC 11 de octubre 11-Oct-2019
Examen Parcial Teórico 65.00%
Examen Parcial Teórico 2 P2 65.00% 39.00% 13.650% EP 4 de octubre 4-Oct-2019

PRÁCTICA 40.00%
Listas de Cotejo 60.00%
Practica 3 Lista de Cotejo 3 P2 30.00% 12.00% 4.200% LC 6 de septiembre 6-Sep-2019
Practica 4 Lista de Cotejo 4 P2 30.00% 12.00% 4.200% LC 20 de septiembre 20-Sep-2019
Examenes de Practica 40.00%
Reporte de Practica 3 P2 20.00% 8.00% 2.800% EP 10 de septiembre 10-Sep-2019
Reporte de Practica 4 P2 20.00% 8.00% 2.800% EP 24 de septiembre 24-Sep-2019
100% 35%
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Objetivos Unidad 2
Que el estudiante sea capaz de:
Que el estudiante sea capaz de:

1. Conocer los diferentes sistemas de los motores
recíprocos
2. Conocer la interacción entre sistemas
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Reciprocating Engine
Lubrication System
Continuation
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Reciprocating Engine Lubrication System

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Lubrication System
Types of Lubrication Systems
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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.
There are two ways the lubrication systems of reciprocating engines

can be classified:
1. The method of lubrication within the engine itself

2. The location in which the oil supply is carried
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• Many engine parts, especially those carrying heavy loads at high

rubbing velocities, are lubricated by oil under direct pressure.
• Where direct pressure lubrication is not practical, a spray mist of oil

provides the required protection.
• Regardless of the method of application, the oil absorbs the heat

and later dissipates it through coolers or heat exchangers
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Pressure lubrication system:
• A mechanical pump supplies oil under pressure to the bearings.
• The oil flows into the inlet (or suction) side of the pump, which is usually
located higher than the bottom of the oil sump so that sediment which
falls into the sump will not be drawn into the pump.
• The pump may be of either the eccentric-vane type or the gear type, but
the gear type is more commonly used.
• The pump forces oil into an oil manifold, which distributes the oil to the
crankshaft bearings.
• A pressure relief valve is usually located near the outlet side of the pump.
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The advantages of pressure lubrication are:
1. Positive introduction of oil to the bearings.
2. Cooling effect caused by the large quantities of oil that can be

pumped, or circulated, through a bearing.
3. Satisfactory lubrication in various attitudes of flight.
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Splash Lubrication and Combination Systems :
• Pressure lubrication is the principal method of lubrication
• Splash lubrication may be used in addition to pressure lubrication

on aircraft engines, but it is never used by itself.
• Therefore, aircraft engine lubrication systems are always of either

the pressure type or the combination pressure, splash, and spray
type
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Oil Supply Storage
The oil supply can be carried inside the engine itself in a wet-sump
system, or it can be carried in a separate tank outside the engine in a
dry-sump system.
Both types of systems are used in modern aircraft.
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Wet Sump engine:
• An engine that carries its lubricating oil

supply in a reservoir that is part of the
engine itself.
• The oil is picked up from the sump by the

oil pump, and is forced through the
engine.
• When it has served its lubricating

functions, it drains back into the sump
and is picked up and recirculated through
the engine.
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Dry-sump engine: An engine that carries its lubricating oil supply in a tank
external to the engine.
• The crankcase of a radial engine is too small to carry the oil supply, and
some horizontally opposed engines are mounted in shallow nacelles
where there is not enough room for a deep oil sump.
• Some airplanes designed for acrobatic flight cannot use wet-sump

engines.
• Oil is carried in an external oil tank that is higher than the oil inlet to the
engine, and it flows to the inlet of the oil pressure pump by gravity.
• The pump forces oil through the engine where it lubricates and cools, and
then drains down into a small collection sump where it is picked up by the
scavenger pump and returned to the tank.
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Dry-sump engine: An engine that carries its lubricating oil supply in a tank external to the
engine.
• The scavenged oil is hot, and it normally contains some air so its volume is greater than
the cooler oil that is forced through the engine by the pressure pump.
• The scavenger pump, therefore, must have a considerably larger volume than the
pressure pump.
• An oil cooler with a temperature control is mounted in the line between the scavenger
pump and the oil tank.
• If the oil does not need cooling, it passes around the core of the cooler, but if it is too
hot, it is forced to flow through the cooler core where it transfers its heat to the air
flowing through the cooler.
• The normal procedure is to vent the oil tank to the engine crankcase, which is in turn,
vented to the outside air through the crankcase breather line.
• This method of venting provides adequate ventilation of the tank, and prevents oil loss
that could occur if the tank were vented directly.
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Internal Lubrication
• All moving parts of an aircraft engine must receive the proper

amount of oil under the proper pressure to ensure lubrication to
cushion any impact loads that are present, and carry away heat
released by the burning fuel-air mixture.
• The crankshaft, camshaft, and propeller shaft bearings, as well as

the rocker arm bushings, are lubricated by pressure oil through
drilled passages.
• Oil sprayed out between the crankshaft and the big-end bearing of
the connecting rod lubricates the wrist pin in both the piston and
the small end of the connecting rod.
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Types of Lubrication Systems – Internal Lubrication
Internal Lubrication
• Cylinder walls are lubricated by oil that is sprayed from the bleed-
off of the main and connecting rod bearings, and for larger opposed
engines, also sprayed with oil from cylinder lubricating nozzles.
• Gear teeth in the accessory section are lubricated by oil that is

sprayed from the accessory shaft bearings by centrifugal force and
splashed around inside the accessory case.
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1. A spur-gear-type pump picks up

the oil from the reservoir, or sump
(1)
2. From the discharge of the oil

pressure pump (2), the oil flows
through a thermostatic oil cooler

bypass valve (3).
3. If the oil temperature is low

enough, the valve opens and the
oil passes on to the pressure
screen (4).
4. If the temperature is too high, the

bypass valve closes, and the oil is
forced to flow through the oil
cooler (5) before going to the
pressure screen.
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5. From the pressure screen the oil

goes to the oil pressure relief
valve (6). This is a spring-loaded
valve that is forced off its seat
when the oil pressure exceeds a
preset value and the oil that
caused the excess pressure drains
down into the sump.
6. Oil at the regulated pressure

lubricates the drive for the vane-
type vacuum pump (7). Drilled
passages are provided for
lubricating the vanes of a wet-
type vacuum pump (8) if one is
used
7. Oil flows from the relief valve to

the crankcase headers, or oil
galleries (9).
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8. The oil flows from the right

header through drilled passages
to lubricate the three main
crankshaft bearings (10).
9. From these bearings through the

hollow crankshaft to the crankpin
bearings (11), and then sprays
out to lubricate the pistons, wrist
pins, cam lobes, and cylinder
walls. It then drains back into the
sump.
10.The oil also flows under pressure

to the camshaft bearings (12).
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11. Oil under pressure flows into

the valve lifters, or tappets (13),
on the right bank of cylinders.
12. From the tappets it flows

through the hollow pushrods
(14) into the rocker boxes, then

through drilled holes in the
rocker arm bushings.
13. The oil sprays out from the

rocker arm bushings and
lubricates the rocker arms,
valve stems and springs and
then drains back in the sump
through oil drain tubes. Engines
with the pushrods below the
cylinders used the pushrod
shroud tubes for the oil return.
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14. Oil from the right header also

goes in the propeller governor
(15) to control the pitch of the
propeller.
15. From the governor, the oil is

either directed to the propeller
or it drains back into the engine
sump.
16. Oil from the left header flows

through the tappets and
pushrods into the rocker boxes
on the left bank of cylinders,
and drains into the sump
through oil drain tubes.
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Lubrication System
Lubrication System Components
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An aircraft engine lubrication system includes:
 Oil pump
 Oil pressure relief valve
 Oil reservoir ( either as a part of the engine or separate from the engine)
 Oil pressure gauge
 Oil temperature gauge

 Oil filter
 The necessary piping and connections.
In addition, many lubrication systems include:
 Oil coolers and/or temperature-regulating devices.

 Oil dilution systems are included when they are deemed necessary for
cold-weather starting.
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Pumps: An oil pump is not a pressure producer; it is a fluid mover.
• Constant-displacement pump: A fluid pump that moves a specific

volume of fluid each time it rotates.
• A constant-displacement pump moves a given volume of oil each

time it rotates, and if there were no opposition to this flow, there
would be no pressure.
• However, the oil does encounter opposition in the engine as it is

forced between the bearings and the crankshaft journals and other
parts of the engine it lubricates.
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• Oil pumps have a high capacity, and when turned at a high speed,
they can force so much oil through the engine that the oil
consumption can be excessive and hydraulic lifters inflate to the
point that they hold valves unseated.
• Thus, some form of relief valve is needed to maintain the pressure

at the value specified by the manufacturer.
• Reciprocating engines use constant-displacement oil pumps

designed to move a medium amount of fluid under medium
pressure
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The two most commonly

used types of pumps are:
 The spur-gear pump

 The gerotor pump.
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The 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 the
gears as they rotate.
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Georotor Pump
• A form of constant-displacement
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.
• As the pump turns, the space
between the tooth of the drive gear
and the cavity in the rotor becomes
larger under the inlet opening and
smaller under the outlet opening.
• Oil is pulled into the pump as the
space enlarges and is forced out as
the space decreases.
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Pressure Relief Valve
• Maintains a constant pressure

in the lubricating system as
the engine speed changes.
• At all but idling speeds, the

pump moves more oil than is
needed by the engine, and
restriction to the flow is great
enough to raise the pressure
to a value higher than that
specified by the engine
manufacturer.
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Pressure Relief Valve
• As soon as the pressure at the

inlet to the relief valve creates
a force greater than the force
of the spring, the valve moves
off its seat, and enough oil

returns to the sump to
maintain pressure in the oil
system at the value specified
by the engine manufacturer.
• It is important that the oil

pressure be maintained
within the limits established
by the engine manufacturer.
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Low Oil Pressure

• When the pressure is too low, not
enough oil is forced through the
engine to properly lubricate and
cool it.
• The oil temperature rises and the
wear becomes excessive.
High Oil Pressure

• Pressure higher than that
recommended by the engine
manufacturer should be avoided
because excessive pressure can
damage the oil cooler, burst the oil
lines, cause excessive leakage at
the oil seals, cause excessive oil
consumption by supplying
excessive amounts of oil to the
cylinder-wall area, and cause the
hydraulic lifters to keep the valves
from seating. 35
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Bypass Valve
• If the strainer element should

ever become clogged, the
output of the pump will
produce enough pressure

differential across the strainer
to offseat the bypass valve,
and unfiltered oil will flow
through the system rather
than depriving the system of
all oil.
• Better to provide dirty oil

than no oil at all.
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Check Valve
• The oil reservoir used in dry-sump
lubrication systems is required to be
higher than the inlet of the pressure
pump, so the oil is forced into the
pump by gravity.
• If the engine is not operated for a long

period of time, such as overnight, oil
can seep past the gears and flood the
engine.
• To prevent this, strainers used with this
type of system have a check valve in
them that prevents the oil flowing into
the engine until the engine starts.
• The gravitational force of the oil in the
tank is insufficient to unseat the check
valve, but the oil pump forces enough
oil into the strainer to create a
pressure that opens the check valve
and allows oil to flow to the engine.
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Compensated pressure relief valves
• Some large reciprocating engines require a very high oil pressure to supply
oil to the bearings when the oil is cold, but this pressure must be reduced
when the oil warms up.
• These engines use compensated pressure relief valves that have two
springs holding the valve on its seat when the oil is cold.
• A bimetallic, thermostatic valve senses the oil temperature, and when the
oil is sufficiently warm, it opens a passage that allows the oil to act on a
piston in the relief valve that removes the force of one of the springs.
• For normal operation, only one spring holds the pressure relief valve on its
seat, and the pressure drops to the normal operating range.
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Oil Filter System
• One function of a lubricating system is to clean the inside of the

engine.
• As the oil flows through the engine, it picks up contaminants and

carries them to the filters where they are trapped until the filter is
cleaned or replaced during routine maintenance.
• Oil filters trap solid contaminants, but there are acids and chemical
contaminants that cannot be trapped by the types of filtering
systems used, and it is because of the accumulation of these
harmful substances that the oil should be periodically drained and
replaced with fresh oil.
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There are two basic types of oil filter arrangements:
 Full-flow oil filter system (most common)

 Bypass oil filter system
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• Most new aircraft engines are equipped with, or have provisions to

accept, a full-flow type of oil filter system.
• However, some older-model engines do not have these provisions

and have instead a bypass system, sometimes called a partial flow
system.
• The bypass system filters only about 10 percent of the oil through
the filtering element, returning the filtered oil directly to the sump.
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Oil Filter Elements
The oil filter used on an aircraft engine is usually one of four

types: screen, Cuno, canister, or spin-on
A number of types of filter elements are used in aircraft reciprocating

engines.
Some elements can be cleaned and reused; others are used once and
then thrown away.
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Oil Filter Elements
Edge filters may be of either:

 Spiral-wound Type
 Cuno type
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Spiral-wound Type:
• A spiral-wound filter is a long strip of metal
with a wedge-shaped cross section wound
into a tight spiral.
• The thick edge of the strip forms the outside

of the filter, and the turns are separated by

ridges formed across the strip.
• These ridges hold the edges apart a uniform

amount, enough to allow the oil to flow
through freely, but close enough to trap solid
contaminants.
• Contaminants collect on the outside of the

filter element and are removed when the
filter is cleaned during routine maintenance
inspections
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Cuno Type:
• The Cuno oil filter has a series of laminated plates, or disks, with one set
of disks rotating in the spaces between the other disks.
• The oil is forced through the spaces between the disks, flowing from the
outside of the disks, between the disks and spacers, to the inside passage
and then to the engine.
• Foreign-matter particles are stopped at the outer diameter of the disks.
• The minimum size of the particles filtered from the oil is determined by
the thickness of the spacers between the disks.
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Cuno Type:
• The accumulation of matter collected
at the outer diameter of the disks is
removed by rotating the movable
disks, which is accomplished by
means of a handle outside the filter
case.
• After long periods the filter case is
opened and the sludge removed.
• At this time, also, the entire filter
assembly can be thoroughly inspected
and cleaned and the sludge examined
for metal particles.
• This type of filter is used mostly on
older radial engines.
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Oil Filters:
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Oil Coolers
• Oil coolers are used in a lubricating system because it is important that the
oil entering the engine be cool enough to remove the excessive heat, and
to maintain the oil temperature in the correct range.
• An oil cooler is an oil-to-air heat exchanger.
• The oil, after leaving the pressure pump, flows through an oil-cooler
bypass valve.
• If the oil is cool enough to pick up the heat as it passes through the
engine, it bypasses the cooler and goes directly to the oil pressure screen
and into the oil passages.
• If is too hot, the bypass valve closes, and the oil must leave the engine and
flow through the oil cooler before it goes to the screen and the internal oil
passages.
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Oil Coolers
• The cooler, either cylindrical or
elliptical shaped, consists of a core
enclosed in a double-walled shell.
• The core is built of copper or
aluminum tubes with the tube ends
formed to a hexagonal shape and

joined together in the honeycomb
effect.
• The ends of the copper tubes of the
core are soldered, whereas
aluminum tubes are brazed or
mechanically joined.
• The tubes touch only at the ends so
that a space exists between them
along most of their lengths.
• This allows oil to flow through the
spaces between the tubes while the
cooling air passes through the tubes.
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Lubrication System Components – Oil Reservoirs
Wet Sump:
• Wet-sump engines use the crankcase or a separate sump attached
to the crankcase as a reservoir for the engine lubricating oil.
• Engines that carry oil in this way must meet the requirements for
proper lubrication with only one-half of the maximum supply of oil

in the engine.
• The filler cap must be marked with the word “OIL.” The oil quantity
is normally measured on a wet-sump engine by a dipstick, which is
often attached to the oil filler cap.
Dipstick – A gage, made in the form of a thin metal rod, used to

measure the level of liquid in a reservoir
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• Dry Sump
• Radial engines with their small crankcase and horizontally opposed engines
that fit into shallow nacelles use dry-sump lubrication systems.
• The oil is carried in an external oil tank that is not physically attached to the
engine.
• The tank must be vented to the engine crankcase from the top of the
expansion space so that the vent cannot be covered during any normal flight
conditions.
• Venting the oil tank to the engine prevents heating and expansion of the oil,
causing a buildup of air pressure inside the tank
• Some airplanes equipped for aerobatic flight, have engines with an oil system
that prevents loss of oil when the aircraft is inverted.
• These oil tanks have special oil pickups that provide oil during any type of
maneuver.
• The crankcase and oil tank are vented to the breather lines through an oil
separator.
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Scavenge Pump
• The scavenge pump or pumps for a dry-sump lubrication system or

turbocharger are designed with a greater capacity than that of the pressure
pump.
• In a typical engine, the gear-type scavenge pump is driven by the same shaft
as the pressure pump, but the depth of the scavenge pump gears is twice
that of the pressure pump gears.
• This gives the scavenge pump twice the capacity of the pressure pump.
• The reason for the higher capacity of the scavenge pump is that the oil which
flows to the sump in the engine is somewhat foamy and therefore has a much
greater volume than the air-free oil which enters the engine via the pressure
pump.
• To keep the oil sump drained, the scavenge pump must handle a much greater
volume of oil than the pressure pump.
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Hopper Tank
• Most radial engines carry a large
supply of engine oil, and in cold
weather, it is inefficient to have to
warm up all the oil in the tank
before takeoff. Oil tanks used to
hasten engine warm-up are

equipped with hoppers.
• A hopper, is a sheet metal cylinder,
open at both ends and with holes in
its side. It is installed inside the tank
between the oil return line and the
oil outlet.
• Oil from the scavenger pump
returns to the tank at the top of the
hopper, and oil leaves the tank from
the bottom of the hopper, going to
the pressure pump.
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Hopper Tank
• When the engine is started, the oil

in the hopper circulates through
the engine and back to the tank.
• As this oil becomes warm, it

warms the oil surrounding which
then flows to the engine.
• The hopper decreases the warm-

up time appreciably by allowing a
small amount of oil to flow
through the engine several times
until the oil in the tank is
uniformly heated.
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Oil Dilution (Hopper)
• Oil dilution: A method of temporarily decreasing the viscosity of the

lubricating oil to make it possible to start a reciprocating engine when the
temperature is very low.
• Before shutting the engine down, enough gasoline from the fuel system is
mixed with the lubricating oil in the engine to dilute it so the starter can turn
the engine over when the oil is cold and viscous.
• When the engine starts and the oil warms up, the gasoline evaporates.
• For some aircraft that operate in extremely cold conditions, provisions are
made to dilute the engine oil with gasoline from the aircraft fuel tanks before
the engine is shut down at night.
• The diluted oil remains in the hopper and is the first oil used when the engine
is started
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• Oil Dilution (Hopper)
• As the engine runs, the warm

oil returns to the hopper and
warms the surrounding oil,
which becomes thin enough to
flow to the inlet of the

pressure pump.
• As the engine warms up, the

gasoline evaporates, and the oil
regains its normal viscosity.
• Engine TBO is usually reduced

for engines that use the
dilution system.
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Aircraft with Hamilton Standard Hydromatic
feathering propellers
• Standpipe: A pipe which protrudes

upward from the base of an oil tank and
through which oil used for normal engine
lubrication is drawn. In the event of a
catastrophic leak when all oil available to

the engine-driven pump is lost
overboard, enough oil is available from
an outlet below the standpipe to feather
the propeller.
• Should the engine have a serious oil leak

and lose all of the oil available to the
engine oil pump, there will still be
enough oil in the tank to feather the
propeller and thus prevent the engine
from seizing and possibly shearing the
propeller shaft.
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Lubrication System Instrumentation
Oil Pressure Measurement
Almost all oil pressure gages are of the Bourdon tube type
There are two locations in an engine where the oil pressure may be
measured.
1. Some engines measure it immediately downstream of the oil pump
2. Others measure it at the end of the oil galleries, some distance from
pump.
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Oil Temperature Measurement
• The oil temperature is measured on almost all

smaller single-engine aircraft with a Bourdon

tube pressure gage.
• The Bourdon tube is sealed as a unit with a

capillary tube and a temperature-sensing bulb
filled with a volatile liquid.
• The vapor pressure above the liquid varies with

the oil temperature, and it is measured with
the Bourdon tube.
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• Larger aircraft and almost all multiengine

aircraft use electrical temperature

measuring instruments, usually of the
resistance-change type.
• The oil temperature indication is normally

picked up before the oil enters the actual
engine itself.
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• In many horizontally opposed engines, the

oil temperature bulb is in the oil pressure
screen.
• Here it measures the temperature of the

oil after it has passed through the oil
cooler, but before it goes to the oil
pressure relief valve and bearings.
• On some engines with dry-sump systems

the oil temperature is measured in the line
between the oil tank and the engine.
66
Código: SMC171
Ch 2 7 Concept Claret Red A dark purplish pink to a dark gray purplish red color.
Ch 2 8 Concept Coke The solid carbon residue left when all volatile parts of a mineral oil have been evaporated by heat.
Ch 2 4 Concept Kinematic Viscosity The ratio of the absolute viscosity of a fluid to its density. Kinematic viscosity is measured in centistokes.
A method of temporarily lowering the viscosity of the lubricating oil by diluting it with gasoline from the aircraft fuel tanks, to make it
Ch 2 21 Concept Oil Dilution
possible to start a reciprocating engine when the temperature is very low.
Ch 2 1 Concept Viscosity The resistance of a fluid to flow. Viscosity is the stiffness of the fluid, or its internal friction.
AD oil. Ashless-dispersant oil. A mineral oil with nonmetallic dispersant additives that hold the contaminants in suspension, preventing them
Ch 2 10 Oil AD Oil
from clumping together and forming sludge deposits inside the engine.
A type of mineral oil with metallic-ash-forming additives that protects the inside of an engine from sludge and varnish buildup. Used
Ch 2 9 Oil Detergent Oil
in automotive engines, it has proven unsuitable for use in aircraft engines.
A lubricant that reacts with iron to form iron chlorides, sulfides, or phosphides on the surface of a steel part. These compounds reduce wear
Ch 2 12 Oil Extreme pressure (EP) lubricant
and damage to surfaces in heavy rubbing contact. EP lubricants are specially suited for lubricating gear trains.
An additive used to produce a multiviscosity lubricating oil. The polymer additive expands as temperature increases and contracts as
Ch 2 11 Oil Viscosity index improver
temperature decreases. VI improvers have an overall effect of minimizing viscosity change with temperature change.
Ch 2 17 Part Constant-displacement pump A fluid pump that moves a specific volume of fluid each time it rotates.
Ch 2 14 Part Dry-sump engine An engine that carries F78its lubricating oil supply in a tank external to the engine.
A form of constantdisplacement pump that uses an external-tooth drive gear that meshes with and drives an internal-tooth gear that has one
Ch 2 19 Part Georotor Pump
more space for a tooth than there are teeth on the drive gear. Both gears turn inside a close-tolerance housing.
A form of constantdisplacement fluid pump that uses two meshing spur-gears mounted in a close-fitting housing. Fluid is moved by carrying
Ch 2 18 Part Spur-gear pump
it around the housing between the teeth of the gears as they rotate.
A pipe which protrudes upward from the base of an oil tank and through which oil used for normal engine lubrication is drawn. In the event
Ch 2 22 Part Standpipe of a catastrophicleak when all oil available to the enginedriven pump is lost overboard, enough oil is available from an outlet below the
standpipe to feather the propeller.
Ch 2 13 Part Sump A low point in an aircraft engine in which the oil collects and is stored or from which it is pumped from the engine into an external tank.
A temperature-sensitive valve that controls the temperature of oil in an aircraft engine. When the oil is cold, the valve directs it through the
Ch 2 16 Part Thermostatic valve
engine,cbut when it is hot, the valve shiftscandcdirects the oil through the oil cooler.
Ch 2 15 Part Wet-sump engine An engine that carries its lubricating oil supply in a reservoir that is part of the engine itself.
A method used for specifying the characteristics of a lubricating oil at low temperature. Oils rated by this test have the letter W (standing for
Ch 2 5 Test Cold-cranking simulation
Winter) in their designation. For example, SAE 15W50.
Ch 2 20 Test Dipstick A gage, made in the form of a thin metal rod, used to measure the level of liquid in a reservoir.
A measurement of viscosity (resistance to flow) of a lubricating oil. The number of seconds needed for 60 milliliters of oil at a specified
Ch 2 2 Test Saybolt Seconds Universal viscosity temperature to flow through a calibrated orifice is measured and is called the Saybolt Seconds Universal (SSU) viscosity of an oil. The viscosity
number used for commercial aviation engine lubricating oil relates closely to the SSU of the oil at 210°F.
An instrument used to measure the viscosity of a liquid. The time F65required for a given volume of liquid at a specified temperature to flow
Ch 2 3 Test Viscosimeter
througha calibrated orifice is used to indicate the viscosity of the liquid.
Ch 2 6 Test Viscosity Index (VI) A measure of change in viscosity of an oil as it changes temperature. The higher the viscosity index, the less the viscosity changes.
67
Código: SMC171
MATERIAL PARA PROPÓSITOS DE INSTRUCCIÓN SOLAMENTE UDB DEPARTAMENTO DE AERONÁUTICA
Código: SMC171
68
• Leer Cap. 4 – Kroes (incluyendo tipos de Oil

Filters)
• Continuar Proyecto
69
Código: SMC171

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MATERIAL PARA PROPÓSITOS DE INSTRUCCIÓN SOLAMENTE UDB DEPARTAMENTO DE AERONÁUTICA

Materia: Sistemas de Motores de Combustión Interna

NORMAS DE CONVIVENCIA Y RESPETO

Examen Parcial Teórico 2 P2 65.00% 39.00% 13.650% EP 4 de octubre 4-Oct-2019

Que el estudiante sea capaz de:

Que el estudiante sea capaz de:

Reciprocating Engine Lubrication System

Types of Lubrication Systems

The lubrication system is one of the most important systems in an

There are two ways the lubrication systems of reciprocating engines

1. The method of lubrication within the engine itself

Types of Lubrication Systems

• Many engine parts, especially those carrying heavy loads at high

• Where direct pressure lubrication is not practical, a spray mist of oil

• Regardless of the method of application, the oil absorbs the heat

Types of Lubrication Systems

Pressure lubrication system:

• A mechanical pump supplies oil under pressure to the bearings.

Types of Lubrication Systems

The advantages of pressure lubrication are:

1. Positive introduction of oil to the bearings.

2. Cooling effect caused by the large quantities of oil that can be

pumped, or circulated, through a bearing.

3. Satisfactory lubrication in various attitudes of flight.

Types of Lubrication Systems

Splash Lubrication and Combination Systems :

• Pressure lubrication is the principal method of lubrication

• Splash lubrication may be used in addition to pressure lubrication

on aircraft engines, but it is never used by itself.

• Therefore, aircraft engine lubrication systems are always of either

Types of Lubrication Systems

Oil Supply Storage

Both types of systems are used in modern aircraft.

Types of Lubrication Systems

Wet Sump engine:

• An engine that carries its lubricating oil

• The oil is picked up from the sump by the

• When it has served its lubricating

Types of Lubrication Systems

• Some airplanes designed for acrobatic flight cannot use wet-sump

Types of Lubrication Systems

Types of Lubrication Systems

Types of Lubrication Systems

• All moving parts of an aircraft engine must receive the proper

released by the burning fuel-air mixture.

• The crankshaft, camshaft, and propeller shaft bearings, as well as

Types of Lubrication Systems – Internal Lubrication

• Gear teeth in the accessory section are lubricated by oil that is

Types of Lubrication Systems – Internal Lubrication

1. A spur-gear-type pump picks up

2. From the discharge of the oil

through a thermostatic oil cooler

3. If the oil temperature is low

4. If the temperature is too high, the

Types of Lubrication Systems – Internal Lubrication

5. From the pressure screen the oil

down into the sump.

6. Oil at the regulated pressure

7. Oil flows from the relief valve to

Types of Lubrication Systems – Internal Lubrication

8. The oil flows from the right

9. From these bearings through the