AERO ENGINE REPAIR

AND MAINTENANCE
LAB
AEB337

LAB MANUAL

SCHOOL OF AERONAUTICAL SCIENCES

LIST OF EXPERIMENTS

Exp No List of Experiments Page No

Introduction –piston engine 3

1 Stripping of a piston engine 6

2 Piston Engine - cleaning, visual inspection, NDT checks. 7

3 Piston Engine Components - dimensional checks. 12

4 Piston –Engine reassembly. 14

5 Propeller Pitch Setting

16

Introduction –jet engine 18

6 Stripping of a jet engine 20

7 Jet Engine –identification of components & defects. 21

8 Jet Engine –NDT checks and dimensional checks 23

9 Jet Engine –reassembly. 26

10 Engine starting procedures. 27

 INTRODUCTION –PISTON ENGINE

Engine is a device which converts chemical energy of fuel into thermal and to
mechanical energy. A piston engine is a heat engine that uses one or more
reciprocating pistons to convert pressure into a rotating motion. In most types, the
linear movement of the piston is converted to a rotating movement via a connecting
rod and a crankshaft mechanism.

VARIOUS TYPES OF PISTON ENGINES:



In-line engine 


V-type engine 


Radial engine 

Horizontally opposed engine 

MAJOR COMPONENTS

CYLINDER

A cylinder is the central working part of a reciprocating engine the space in

which a piston travels. Multiple cylinders are commonly arranged side by side in a
bank, or engine block, which is typically cast from aluminum or cast iron before
receiving precision machine work. Cylinders may be sleeved (lined with a harder
metal) or sleeveless

PISTON

A piston is a component of reciprocating engines, reciprocating pumps, gas

compressors and pneumatic cylinders, among other similar mechanisms. It is the
moving component that is contained by a cylinder and is made gas-tight by piston
rings. In an engine, its purpose is to transfer force from expanding gas in the
cylinder to the crankshaft via a piston rod and/or connecting rod. In a pump, the
function is reversed and force is transferred from the crankshaft to the piston for the
purpose of compressing or ejecting the fluid in the cylinder. In some engines, the
piston also acts as a valve by covering and uncovering ports in the cylinder wall.

Material:
Pistons are cast from aluminium alloys
 .

CRANK SHAFT

The crankshaft, sometimes casually abbreviated to crank, is the part of an

engine that translates reciprocating linear piston motion into rotation. To convert
the reciprocating motion into rotation, the crankshaft has "crank throws" or
"crankpins", additional bearing surfaces whose axis is offset from that of the crank,
to which the "big ends" of the connecting rods from each cylinder attach.

Material:

Crankshafts can be forged from a steel bar usually through roll forging or cast
in ductile steel. With forged crankshafts, vanadium micro alloyed steels

CAM SHAFT

In internal combustion engines with pistons, the camshaft is used to operate

poppet valves. It then consists of a cylindrical rod running the length of the
cylinder bank with a number of oblong lobes protruding from it, one for each
valve. The cams force the valves open by pressing on the valve, or on some
intermediate mechanism as they rotate. The relationship between the rotation of the
camshaft and the rotation of the crankshaft is of critical importance. Since the
valves control the flow of the air/fuel mixture intake and exhaust gases, they must
be opened and closed at the appropriate time during the stroke of the piston. For
this reason, the camshaft is connected to the crankshaft either directly, via a gear
mechanism.
Material:
Chilled iron castings
Billet Steel:

CONNECTIONG ROD

In a reciprocating piston engine, the connecting rod or conrod connects the

piston to the crank or crankshaft. Together with the crank, they form a simple
mechanism that converts linear motion into rotating motion. The usual solution for
high-performance aero-engines is a "forked" connecting rod. One rod is split in two
at the big end and the other is thinned to fit into this fork. The journal is still shared
between cylinders. The Rolls-Royce Merlin used this "fork-and-blade" style.
VALVES

In general a valve is a device for regulating or determining the check on

the flow of a liquid or a gas by a movable part which opens or closes into a
passage. The main purpose of a valve in IC engine is to open and close parts
which are into the combustion chamber of the engine namely intake and exhaust
ports. The valves are associated with valve guides, valve seats and valve springs.

PROPELLERS

They are essential aircraft parts that provide the necessary thrust for
moving the aircraft. The propeller is connected to the engine by means of a shaft.
The propeller consists of two or more blades and a central hub to which the blades
are attached.

Engines and their components are designed and built to provide many
years of service. For an aircraft to remain in an airworthy condition the following
conditions have to be fulfilled.


 Periodic inspection 

 Repairs 

Overhauls and replacements. 
 EXP NO:1 STRIPPING OF PISTON ENGINE

AIM:
To dismantle a piston engine and study its components.

TOOLS REQUIRED:
 o Special tools for notching crankshaft.

 o Universal socket for spark plug

 o Selected spanner no: 6-19

 o Ring spanner no: 6-22

 o Adjustable spanner

 o Plier, cutter and screwdriver

 o Valve depression tool
  Crow foot spanner

PROCEDURE:
1. Remove controls completely with universal joints.
2. Remove air scoop, plug leads, distribution covers.
3. Remove induction system with carburetor.
4. Unscrew push rod ball socket from rockers.
5. Take out push rod and push rod covers.
6. Remove cylinder baffle plate.
7. Remove cylinder.
8. Remove piston rings.
9. Extract gudgeon pin, air clip.
10. Withdraw gudgeon pin and piston. Remove magnetos.
11. Remove gearbox with timing gear cover.
12. Turn the engine cover on its stand. Remove starter.
13. Remove adaptor, thrust bearing cover and top cover.
14. Detach big end bearing caps. Withdraw connecting rod.
15. Remove main, intermediate bearing caps.
16. Lift crankshaft. Unscrew idle gear hub bolt.
17. Draw off gear wheel. Remove magneto drivers.
18. Unscrew camshaft gagging gear.
19. Remove camshaft rear bearing bush.
20. Withdraw camshaft. Remove tappet and guides.
21. The parts are kept for visual inspection.

RESULT:
Thus the stripping of piston engine is carried according to instructions in the
manufacturer’s maintenance manual
EXP NO: 2 PISTON ENGINE - CLEANING, VISUAL INSPECTION,
NDT CHECKS
AIM:

To perform cleaning, visual inspection and NDT checks for the following
piston engine components.
1. Cylinder head
2.Cylinder barrel
3.Crankshaft
4.Piston assembly
5.ConnectingRod
6.Cam shaft

TOOLS REQUIRED:

i. Dip Basket
ii. Stud removal tool
iii. Spark Plug insert tool
iv. Hand Brace with drill bit
v. Drifts
vi. Magnifying Glass
vii. Cleaning basket
viii. Surface plate
ix. Arbor
x. Tapered sleeve

PROCEDURE:

1) CYLINDER HEAD

Cleaning:

Clean the cylinder head with petroleum solvent and dip it in the
petroleum agent using the cleaning basket.

Visual Inspection:

1. Inspect the cylinder head visually using magnifying glass and a

powerful light source for loose, scored pitted or damaged valve seat.
2. Similarly ,inspect the cylinder head for

i. Loose damaged studs- replace with suitable new studs

ii. Loose damaged spark plug inserts replace with oversize inserts
iii. Loose, cracked valve guides.
 iv. Damaged mounting ports, intakes, exhaust, rocker box covers
v. Cracked/damaged cooling fins-crack is stopped by drilling a
3/16” diameter hole through the end of the crack. This is
permissible provided at the end of the base metal.

2 ) CYLINDER BARREL

Cleaning:

Clean the cylinder barrel with petroleum

solvent and dip it in the petroleum agent using the
cleaning basket.

Visual Inspection:

Inspect the barrel visually for general flaws, cracks and conditions

1. Cooling fins-check for nicks and notches if

needed profile with a hand grinder or file
2. Barrel-check for cracks which may be a cause for rejection

3. Skirt-check cracks, bends and breaks which hamper proper

operation
4. Mounting flange-check for cracks, nicks and warping

5. Inside Barrel- inspect for scoring, corrosion etc.

Honing can be done for minor repairs

3) CRANKSHAFT

Cleaning:

Clean the crankshaft with petroleum solvent and dip it in the

petroleum agent.

Visual Inspection:

1. Check for cracks by contact current method.

2. Check for corrosion, pitting etc..
3. Check for ovality and taperness using micrometer.
4. Check external dimensions of crank pin and journals.

5. Check for central journal errors due to ovality.

6. Check the crank web for parallelism.

7. Check crank pin for parallelism. Error allowed is 0.0016”

8. Check if propeller shaft has a tapered end in the hub.
 9 Check propeller shaft for threads and keyways for burrs and beveling.
10. Check oil seal retainer and sealing for burrs and correct seating.

4) PISTON ASSEMBLY:

Cleaning:

Check for completeness of the piston assembly and clean it by dipping in petroleum
solvent

Visual Inspection:
1. Examine the piston surface for excessive pitting, cavities or surface distortion
2. Check the piston rings, lands and piston grooves, piston pin holes and hole
bases for any damages.

5) CONNECTING ROD:

Cleaning:

Clean the crankshaft with petroleum solvent and dip it in the

petroleum agent

Visual Inspection

1. Check the connecting rod big end caps for cracks & surface defects by LPT
method

2. Check the rods for notches & abrasions, general condition of big end bearing
and security of dowels.

3. Measure the small end diameter and compare it with external diameter
of gudgeon pin.

4. Check the NIP/CRUSH in the big end bearings and check the internal
dimensions with feeler gauge
5. Check the connecting rod for alignment and twist.

6. Check the Connecting rod bolts for elongation and the bolts & nuts for
general conditions of thread.
7. Check for hardness.

6) CAM SHAFT

Cleaning:
 Clean the crankshaft with petroleum solvent and dip it in the
petroleum agent.

Visual Inspection:
1. Check for cracks by contact current method.
2. Check for corrosion, pitting etc.

3. Check for ovality and taperness using micrometer.

4. Check external dimensions of journals.
5. Check for central journal errors due to ovality.
6. Check the lobe for parallelism.
7. Check the profile and surface of the cam
8. Check for run out of the shaft
NDT CHECKS:
To find the crack or invincible defect in the components using various
NDT Techniques

DYE PENETRANT METHOD

Requirements:

1. Dye Penetrant

2. Developer

3. Remover

4. Ultra Violet Lamp (UV Lamp)

Procedure:

1. Component to be cleaned with solvent thoroughly before checking

2. Apply Die Penetrant solution (Aerosol Container) on the cleaned surface
evenly and allow for 20 min.to get dry

3. By using remover over the surface the excess penetrant will be removed and
penetrant which is penetrated will remain in the crack if any
4. Apply developer evenly on the surface by a brush or by a spray so that a thin
film spreads over the surface. Allow for 15 minutes to dry
5. If any cracks opened to surface, the penetrant which penetrated inside the
cracks will be pulled out by blotting action.

6. With the help of UV Lamp we can identify the presence of crack

This method is useful to identify the presence of defect over the surface only

ULTRASONIC FLAW DETECTOR

Equipment Required:

Ultrasonic Flaw Detector

Theory:

The Master timer triggers the signal pulse generator at required intervals. The signal
generator sends a high frequency alternate voltage to the transducer. The transducer
generates pulse of ultra-sonic waves. When there is a discontinuity (crack) in the wave
path, part of energy is reflected back from the flaw surface.
The reflective pulse causes the receiving transducer element to vibrate inducing
alternating electrical voltage across the transducer which can be seen in the CRT
monitor in wave form of different peaks.

PROCEDURE:

1. Place the cleaned component on the platform

2. Move the probe over the component after applying couplant to avoid air gap
between probe and component.
3. The CRT monitor will show the deflection in wave form in different heights.
4. The lowest crest between initial pulse and back wall pulse shows the defective location.
5. By calculating the time of return position the crack can be calculated with the
help of the formula
d= vt/2

Where d is distance of the crack from the surface

v = velocity of the sound waves of the material
t = transit time (from the CRT monitor)

RESULT:

Thus the inspection and NDT checks of the piston engine components are carried out as
per the instructions given in the maintenance manual.
EXP NO: 3 PISTON ENGINE COMPONENTS - DIMENSIONAL CHECKS

AIM:
To do dimensional checks for the following piston engine components.
1) Cylinder head
2) Cylinder barrel
3) Crankshaft
4) Piston assembly
5) Connecting Rod
6) Cam shaft

TOOLS REQUIRED:

Micrometer 


 
Bore gauge 
 
Vernier caliper 
 
Magnifying glass 



PROCEDURE

CYLINDER HEAD
1. Check internal dimensions of intake and exhaust valves.
2. Check diameter and roundness of guide bore with gauge.
3. Check wear and tear in rocker arm bush.

CYLINDER BARREL

Check for inner and outer bore diameter

1. Maximum clearance between piston skirt and cylinder

2. Maximum taper of cylinder wall in 0.018”
3. Maximum ovality is 0.018”.

CRANKSHAFT

Check the length of the crank shaft

Check for the pin, rib and bearing diameter

PISTON ASSEMBLY
1. Check inside diameter of piston pinhole-0.004”)(0..03”
2. Check clearance between piston skit and cylinder and piston diameter top
and bottom (0.021”).
3. Check outside diameter of piston pin against inside diameter of hole
in piston (0.0002”-.001”).
 4. Measure fit between piston and plug and checks outside
diameter of plugs (0.0002”-.001”).

CONNECTING ROD

1. Check the length of the connecting rod

2. Check for small end internal and external diameter
3. Check for the distance between small end center to big end
center

CAM SHAFT

1. Check for the cam diameter and cam shaft diameter

2. Check for the cam thickness and cam length

RESULT:

Thus the Piston engine components are viewed and its dimensions are
checked with the manufacturers ‘maintenance manual.
EXP. NO. 04 REASSEMBLY OF PISTON ENGINE

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

TOOLS REQUIRED:
a. Special universal socket for spark plug
b. Set spanners-19’ 6’
c. Ring spanners-22’ 6’
d. Adjustable spanner
e. Pliers and cutters
f. Screwdriver different sizes
g. Hammer
h. Valve depression tool
i. Crow foot spanner

PROCEDURE:
a. Insert the tappet and the guides in the crank case.
b. Fix the camshaft after positioning bearing bush.
c. Fix the magneto drive gear.
d. Fix the idle gear and screw the hub bolt.
e. Fix the crankshaft and position the bearing caps.
f. Fix the connecting rod and the bearing caps.
g. Position the top crankcase and then tighten all bolts and nuts.
h. Fix the gearbox with timing gear cover.
i. Fix the magnetos.
j. Fix the piston with the connecting rod.

k. Assemble the piston rings on the piston groove and insert the cylinder
over piston and tighten all cylinder large nuts.
l. Fix the cylinder baffle plates.
m. Position the push rod covers and push rods.
 n. Fix the rocker shafts.
o. Fix the induction system and carburetor.
p. Fix the air scoop, plug heads with distribution cover.
q. Fix the carburetor controls with universal rods.
r. Fix the starter and other accessories.

s. Fix the spark plug in cylinder head bush and tighten to correct torques and
connect the plug leads.
t. Fix the rocker covers.

RESULT:
Thus the piston engine is reassembled as per maintenance manual instruction
EXP NO: 5 PROPELLER PITCH SETTING

(A) CHECKING OF PROPELLER PITCH BALANCING

AIM:

To ensure the propeller blade twist is intact.

TOOLS REQUIRED:

 Surface table
 Degree marked protractor with mounting stand

PROCEDURE:

1. Attach the propeller on the hub stand and place it on the surface table.
2. Now position the protractor head near the propeller hub station with surface table.
3. Now check the angle of the blade near to the hub station.
4. The propeller stations are at a distance from the hub and tip varies from propeller
to propeller.
5. The blade angle is checked from the hub to the tip by moving the protractor in all
directions of the blade stations and also refer the maintenance manual for the
particular airplane adjustment.
6. The propeller track also checked with the help of height gauge on the surface table.

RESULT:

Thus the propeller pitch is checked at various stations and compared

with values in maintenance manual.
EX.NO:5. (B)FIXED PITCH PROPELLER BALANCING

AIM:

To ensure the propeller is balanced horizontally and vertically.

TOOLS REQUIRED:

 Propeller stands with knife-edge support.

 Correct size mandrel

PROCEDURE:

1. Insert the mandrel in the propeller shaft hole.

2. Place the mandrel in the knife-edge.
3. Rotate the propeller and to vertical position and ensure it remains in this position
without moving.
4. The vertical balance is corrected by attaching a metal weight to the lighter side of
the hub. The amount of weight is determined by applying putty at a point normal
to the horizontal line. After balancing, the putty is weighed; a metal plate is cut
approximately equal in weight to the putty. The weight of the metal is adjusted
for the weight of the screw and the solder.
5. The plate is attached to the hub at the location normal to the counter sunk screw.
Finally varnish is applied.
6. The horizontal balance can be adjusted on a wooden propeller by adding or
removing solder from the balance tip.

RESULT:

Thus the propeller is balanced both vertically and horizontally.

 INTRODUCTION TO JET ENGINE

The major components of a jet engine are similar across the major different types of
engines, although not all engine types have all components. The major parts include:

COLD SECTION:

Air intake (Inlet) — the standard reference frame - for a jet engine is the
aircraft itself. For subsonic aircraft, the air intake to a jet engine presents no special
difficulties, and consists essentially of an opening which is designed to minimize drag,
as with any other aircraft component. However, the air reaching the compressor of a
normal jet engine must be travelling below the speed of sound, even for supersonic
aircraft, to sustain the flow mechanics of the compressor and turbine blades. At
supersonic flight speeds, shockwaves form in the intake system and reduce the recovered
pressure at inlet to the compressor. So some supersonic intakes use devices, such as a
cone or ramp, to increase pressure recovery, by making more efficient use of the shock
wave system.

Compressor or Fan — the compressor is made up of stages. Each stage

consists of vanes which rotate, and stators which remain stationary. As air is drawn
deeper through the compressor, its heat and pressure increases. Energy is derived from
the turbine (see below), passed along the shaft.

Bypass ducts much of the thrust of essentially all modern jet engines comes from air
from the front compressor that bypasses the combustion chamber and gas turbine section
that leads directly to the nozzle or afterburner (where fitted).

Common shaft — the shaft connects the turbine to the compressor, and runs
most of the length of the engine. There may be as many as three concentric shafts,
rotating at independent speeds, with as many sets of turbines and compressors. Other
services, like a bleed of cool air, may also run down the shaft.

Diffuser section: - This section is a divergent duct that utilizes Bernoulli's

principle to decrease the velocity of the compressed air to allow for easier ignition. And,
at the same time, continuing to increase the air pressure before it enters the combustion
chamber.

HOT SECTION:

Combustor or Can or Flame holders or Combustion Chamber — This is a chamber

where fuel is continuously burned in the compressed air.

Turbine — The turbine is a series of bladed discs that act like a windmill, gaining
energy from the hot gases leaving the combustor. Some of this energy is used to drive the
compressor, and in some turbine engines (i.e. turboprop, turbo shaft or turbofan engines),
energy is extracted by additional turbine discs and used to drive devices such as propellers,
 bypass fans or helicopter rotors. One type, a free turbine, is configured such that the turbine
disc driving the compressor rotates independently of the discs that power the external
components. Relatively cool air, bled from the compressor, may be used to cool the turbine
blades and vanes, to prevent them from melting.

Afterburner or reheat (chiefly UK) — (mainly military) Produces extra thrust by

burning extra fuel, usually inefficiently, to significantly raise Nozzle Entry Temperature at the
exhaust. Owing to a larger volume flow (i.e. lower density) at exit from the afterburner, an
increased nozzle flow area is required, to maintain satisfactory engine matching, when the
afterburner is alight.

Exhaust or Nozzle — hot gases leaving the engine exhaust to atmospheric pressure via
a nozzle, the objective being to produce a high velocity jet. In most cases, the nozzle is
convergent and of fixed flow area.

Supersonic nozzle — If the Nozzle Pressure Ratio (Nozzle Entry Pressure/Ambient

Pressure) is very high, to maximize thrust it may be worthwhile, despite the additional weight, to
fit a convergent-divergent (de Laval) nozzle. As the name suggests, initially this type of nozzle
is convergent, but beyond the throat (smallest flow area), the flow area starts to increase to form
the divergent portion. The expansion to atmospheric pressure and supersonic gas velocity
continues downstream of the throat, whereas in a convergent nozzle the expansion beyond sonic
velocity occurs externally, in the exhaust plume. The former process is more efficient than the
latter.

The various components named above have constraints on how they are put together to
generate the most efficiency or performance. The performance and efficiency of an engine can
never be taken in isolation; for example fuel/distance efficiency of a supersonic jet engine
maximizes at about Mach 2, whereas the drag for the vehicle carrying it is increasing as a square
law and has much extra drag in the transonic region. The highest fuel efficiency for the overall
vehicle is thus typically at Mach ~0.85.

For the engine optimization for its intended use, important here is air intake design, overall size,
number of compressor stages (sets of blades), fuel type, number of exhaust stages, metallurgy of
components, amount of bypass air used, where the bypass air is introduced, and many other
factors. For instance, let us consider design of the air intake.
 EX.NO:6 STRIPPING OF JET ENGINE

AIM:

To dismantle the turbojet engine in a proper sequence.

TOOLS REQUIRED:

 12-13 set spanner

 10-11 set of ring
spanner
 8-9 set of ring
spanner C-
spanner
 Common screw driver
 Ball peen hammer
 Side cutting plier
 Cutter

PROCEDURE:

1. Loosen the fine nuts using appropriate spanner and remove the inlet case from
the accessory case.
2. Loosen the 10 nuts using no 10-11 set of ring spanner and detach air casing from
compressor case.
3. Remove 15 bolts using no 8-9 set spanners. Detach compressor casing from diffuser.
4. Loosen retaining nut with C-spanner and remove centrifugal impeller.
5. Remove front roller bearing and the sleeve.
6. Remove 2 ignition connection and fuel turners from the combustion chamber outer
case.
7. Now take out the turbine along with the shaft from the rear side.
8. Take out the combustion chamber.
9. Loosen the bolts and nuts from the exhaust pipe flange and detach the exhaust
pipe from the combustion chamber.
10. Loosen the clamps of the propelling nozzle and disconnect the nozzle from the
exhaust pipe.
11. Keep all the removed parts separately in the cleaned tray in sequence so that
there is no possibility of mixing with each other.
12. Wherever blanking is required, blank it and place identification slips.

RESULT:

Thus the turbojet engine in dismantled and the components are studied.
EX.NO:7 JET ENGINE –IDENTIFICATION OF COMPONENTS AND
DEFECTS

AIM:
To identify the Jet engine components and its defects

TOOLS REQUIRED:

 12-13 set spanner 

 10-11 set of ring spanner 

 8-9 set of ring spanner 

 C-spanner 

 Common screw driver 

 Ball peen hammer 

plier and cutter 

PROCEDURE:

1. Loosen all the nuts and bolts, clamps of jet engine components.
2. Identify each and every component of the Jet engine such as
Reduction gear box
Compressor Intake
Compressor Vanes
Combustion Chamber and Casing
Turbine
Nozzle
 Exhaust Duct
3. Keep all the removed parts separately in the cleaned tray in sequence so that there is
no possibility of mixing with each other.
4. Clean all the components using solvents such as Stoddard solvent to remove the dirt or
grease or oil.
5. Check the components for defects by doing visual inspection.

COMPONENTS DEFECTS
Reduction-gearbox Remove and inspect oil
strainer for foreign matter
Compressor –inlet Remove air inlet screen , inspect
compressor inlet areas for dirt deposits,
corrosion , erosion and cracks
Compressor -turbine,; Cracks, distortion ,erosion and metal
disk and blade buildup, blade thickness
assembly
Compressor-turbine Any amount of coating loss is acceptable
vane ring and shroud provided burning of parent metal has not
 housing occurred, vane corrosion

Combustion chamber Cracks, distortion, burning fretting wear,

. and hot
Spots
Exhaust duct Cracks, erosion, and
Impact damage. Inspect impact damage

RESULT:
Thus the jet engine components are identified and defects are found.
 EX NO: 8 JET ENGINE –NDT CHECKS AND DIMENSIONAL CHECKS

AIM:
To do NDT Checks for the defective jet engine components and dimensional checks

(A) NDT CHECK

FIBERSCOPE:

A fiberscope is a flexible fiber-optic bundle with an eyepiece on one end and a lens on the
other that is used to examine and inspect small, difficult-to-reach places such as the insides
of machines, locks, and the human body.

WORKING:
Fiberscopes work by utilizing the science of fiber-optic bundles, which consist of numerous
fiber-optic cables. Fiber-optic cables are made of optically pure glass and are as thin as a
human’s hair. The three-optic cable main components are:

 core –the center made of high purity glass 

 cladding –the outer material surrounding the core that prevents light from leaking 
 buffer coating –the protective plastic coating 

COMPONENTS: 

 Eyepiece –Magnifies the image carried back by the imaging bundle so the human eye can

view it. 
 Imaging bundle –Continuous strand of flexible glass fibers that transmit the image to the

eyepiece. 
 Distal lens –The combination of micro lenses that take images and focus them into the small

imaging bundle. 
 Illumination system- A Fiber optic light guide that relays light from the source to the target

area 
 Articulation system- The ability of the user to control the movement of the bending section of
 the fiberscope that is directly attached to the distal lens. 
 Fiberscope body –The control section that is designed to help aide one hand operation. 

 Insertion tube –Most of the length of the fiberscope, made to be durable and flexible. This

protects the optical fiber bundle and the articulation cables. 
 Bending section –The most flexible part of the fiberscope, it connects the insertion tube to

the distal viewing section. 
 Distal section –Where the ending points of both the illumination and imaging fiber bundle

The internal defects are seen using fiberscope. 

EDDY CURRENT METHOD

REQUIREMENT:

Eddy Current Tester

THEORY:
The changing current in the coil creates an alternating magnetic field. The varying magnetic
field in the crack creates electrical Eddy current in the material. Discontinuities in the
crack will alter the magnitude and direction of Eddy Current and this can be seen in the
analog meter.

PROCEDURE:

1. Place the cleaned component on the table

2. Run the probe over the surface of the component
3. The monitor will show a line, if this constant, then there is no crack, if any deviation from
original, then presence of crack is there

DIMENSIONAL CHECKS:

TOOLS REQUIRED:

1. Vernier C
2. Ruler
3. Micrometer

COMPRESSOR INTAKE:

1. Check the inner and outer diameter , bore diameter using Vernier caliper
2. Measure the flange thickness using screw gauge
3. Find the length of the compressor

GEAR BOX:

1. Measure the outside diameter , shaft diameter and gear bore diameter using
vernier caliper
2. Find the height of the gear box
 COMPRESSOR INTAKE:

1. Find the thickness of vanes

2. Take the bore and outer , inner diameter of the compressor vane

TAIL RACE

1. Find out the outside and inside diameter of the tail race.

ANNULAR COMBUSTION CHAMBER

1. Find out the outer diameter of the body

2. Note the Height of the assembly.

COMBUSTION CHAMBER CASING

1. Find out the inner, outer body diameter

2. Check the thickness of the flange
3. Find the fitting hole diameter using vernier caliper

TURBINE

1. Check the length of the shaft

2. Find the distance between two blades
3. Measure the thickness of the blade
NOZZLE

1. Find the length of the Nozzle and exhaust cone length using Vernier caliper.
2. Check the thickness of the flange.

RESULT:

Thus the inspection and NDT checks of the piston engine components are carried out as
per instructions given in the manufacturer’s maintenance manual.
 EX.NO:9 JET ENGINES –REASSEMBLY

AIM:
To assemble a turbojet engine in a proper sequence.

TOOLS REQUIRED:


12-13 set spanner 


10-11 set of ring spanner 


8-9 set of ring spanner 


C-spanner 


Common screwdriver 


Ball pan hammers

plier and side cutter 

PROCEDURE:

1. Remove all blanking and clean them thoroughly.

2. Attach air intake case front accessory by tightening all the 5 nuts using 12-13 set
hammer
3. Attach air intake case rear to the compressor case by tightening all the nuts
using 10-11 set ring spanner
4. Now assemble the compressor in the front and turbine at the rear of the shaft by
inserting the shaft in front of the diffuser case.
5. Enclose the combustion chamber outer case over the flame tube and tighten
all the 15 bolts.
6. Encage 2 ignition and 5 fuel burners connection and tighten the nuts.
7. Encage the exhaust pipe to combustion chamber outer case flange and tighten all
the bolts and nuts.
8. Attach the propelling nozzle to the rear side exhaust pipe and together with the
clamp.

RESULT:

Thus the turbojet engine is assembled as per the instructions given in the maintenance
manual
 EX.NO: 10 ENGINE STARTING PROCEDURE

AIM:
To study the starting problem of engine

PROCEDURE FOR PREPARATION:

1. Before starting an engine, aircraft servicing record (ASR) form has to be

referred for knowing the serviceability of both engine and aircraft.
2. The aircraft is to be positioned nose towards the wind.
3. For a piston engine, the wind direction will affect the following

a. Engine speed obtained during checks.

b. Likely to cause vibration in certain directions

4. For turbine engine a/c, strong tail wind could result increased jet pipe temp
(JPT) during start.
5. In a turbo prop engine if wind rotates propeller in opposite direction of
rotation then do not start the engine.
6. During cold condition before starting piston engine, 2 or 3 rotation of propeller
should be given by hand to remove the air.
7. Priming of piston engine cylinder should be carried out if necessary
8. In a piston engine if engine fire develops during starting, then continue
cranking to start the engine to blow out the fire.

PRECAUTIONS:
The ground power unit and CO2 fire extinguisher trolley are to be stationed near the a/c.

1. The starting crew should not wear loose clothes.

2. For jet engine during starting, one should not go near to more than 5m from
frontal area and 100m from the tail pipe.
3. All control locks should be removed. The engine cover, wheel cover and canopy
covers are to be removed.
4. Visual inspection of the a/c and the engine has to be done to ensure that there are
no loose panels and cowling before starting the ground run.
5. Only competent persons should give ground run.
PROCEDURE FOR STARTING THE ENGINE

PISTON ENGINE:

1. Turn the auxiliary fuel pump on if a/c is so equipped.

2. Place the mixture control to the position recommended for the engine and carburetor
combination
being started. As a general rule, the mixture control should be in the idle cut off’ position
for pressure type carburetors and in the full rich for float type carburetors

3. Many light a/c are equipped with a mixture control pull rod which has no definite
intermediate position. When such controls are pushed in flush with the instrument panel
the mixture is set in the ‘full rich’ position, conversely when the control rod is pulled all
the way out the carburetor is in the ‘idle cut off position. Unmarked intermediate
position between these two extremes can be selected by the operator to achieve any
desired mixture setting.

4. Open the throttle to a position that will provide 1000 to 1200 rpm.
5. Leave the preheat or alternate air control in the cold position to prevent damage fire in
case of backfire. These auxiliary heating devices
should be used after the engine warms up.
6. Energize the starter after the propeller has made at least two complete revolutions. Do not
crank the engine continuously with the starter for more than 1 minute.
Allow 3 to 5 minutes period for cooling the starter between successive attempts.
Otherwise the starter may be burned out due to overheating.
7. Move the primer switch to ‘on’ intermittently or prime with one or three strokes of
priming pump, depending on how the aircraft is equipped. When the engine begin to fire,
hold the primer on, while gradually opening throttle to obtain smooth operation.
8. After the engine is operating smoothly, move the mixture control to the full rich’
position. Release the primer as soon as drop in r.p.m, indicates the engine in receiving
additional fuel from the carburetor.

JET ENGINE:

1. Place the start selector switch to ‘start position’

2. Turn the a/c boost pumps on
 3. Place the fuel and ignition switch on
4. Position the low rpm switch in low or normal (high)
5. Make sure that the power lever is in the ‘start’ position. If the propeller is not at the start
position, difficulty may be encountered in making a start.

6. Depress the start switch and if printing is necessary depress the primer button.
7. Make sure the fuel pump panel light comes on at or above 2200 rpm and
remains on up to 900 rpm.
8. Check the oil pressure and temperature, maintain the power level until the specified
minimum oil temperature is reached.

9. Disconnect the ground power supply.

RESULT:

Thus the starting procedure of the engine has been studied.