CHAPTER4
ENGI·NE COOLING
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CHAPTER 4: ENGINE COOLING
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CHAPTER 4: ENGINE COOLING
AIR COOLING.
The piston engine is a heat engine.
lts purpose is to convert the energy
released from buming fuel into
mechanical energy, and, by so doing,
generate usable power. The thermal
efficiency of a light aircraft piston petrol
engine may reach 30 percent This,
however, means that 70 percent of
the heat energy released by the fuel is
wasted . Araund 40 percent will leave
with the exhaust gas, but 30 percent
stays behind to raise the temperature Figure 4.1 A Light Aircraft Engine .
of the engine components and the oil.
Overheating.
If nothing were done to alleviate the rising temperature of
the engine, several problems could occur:-
Engine components could start to fail
structurally.
The oil could break down and lose its lubricating
properties. (You will learn more about this in the
chapter on lubrication.)
The fuel could ignite as soan as it enters the Delonation
cylinder, before the spark plug fires ; this is called wil/ oause
lass of power,
pre-ignition. Pre-ignition causes lass of power
overheating, and possible
and may exacerbate the overheating problem . damage to the engine.
The incoming mixture may get too hot, which
Figure 4.2 Engine
will cause unstable combustion, usually called
Overheating.
detonation, or knocking. (You will learn more
about this in the chapter on carburation .) Detonation will alsa cause lass of
power and further overheating , and possible damage to the engine.
Overcooling.
The problems associated with overheating are perhaps
obvious , but what problems can be ca used by overcooling?
We have first to remember that maximum thermal
efficiency is only achieved at high engine temperatures,
so the engine needs to be kept as hot as possible without
causing the problems mentioned in the paragraph on
'Overheating' .
A low engine temperature alsa increases the viscosity
(the internal friction) of the oil which will reduce the Brake
Horse Power. A pilot must, therefore, keep the engine
temperature, and thus the oil temperature, fa irly high, but
not so high that the oil breaks down.
Figure 4.3 Engine
Overcooling.
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CHAPTER 4: ENGINE COOLING
In order to burn , the fuel must vaporise. Very low engine temperatures would prevent
complete fuel vaporisation. Some fuel would not be burnt, reducing the power output
of the engine .
COOLING SYSTEMS.
In order to work efficiently, the engine needs to be at the highest temperature
consistent with safe operation .
To maintain the engine temperature within a range which will satisfy its working
requirements a cooling system is required . Most light aircraft engines are air-cooled.
The simplicity of an air-cooled cooling system makes it virtually maintenance free and
it is much lighter than the alternative, the liquid cooling system. However, the liquid
cooling system is more efficient, gives mo re precise control of engine temperature and
generates less drag. Many high performance piston engines, therefore, especially
those which powered military aircraft during and after World War 2, employed liquid
cooling systems.
FACTORS AFFECTING COOLING.
Ambient Air Temperature.
One of the major factors governing the efficiency of an air-cooled system is the
ambient air temperature. Although the ambient air temperature can vary widely with
changes in climate and altitude, it must be borne in mind that dissipation of the heat
will be more rapid as air temperature decreases.
Airspeed.
The speed of the airflow is the other major factor affecting the efficiency of the air
cooling system. Uncontrolled, the speed of the airflow over the cylinders will vary
with the speed of the aircraft and cause the temperature of the cylinders to fluctuate
accordingly. Obviously, air-cooling is least effective at high power settings and low
airspeed. Consequently, engine temperatures have to be monitored closely in the
eli mb, especially if the climb is prolonged .
Engine Materials.
Several methodsofimproving the efficiency
of cooling systems can be employed .
Firstly, the engine components are made
of materials with a high conductivity, for
instance cylinder heads are sametimes
made from aluminium alloys, aluminium
being a good conductor of heat.
Fins.
The walls of the cylinders are finned to
increase the cooling area (see Figure
4.4) . The fins are thin in seetion and may
be extended at local hotspots , such as
the exhaust ports, to increase their area ,
in order to achieve an even temperature.
Figure 4.4 The eyfinder is finned to increase
the cooling area.
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CHAPTER 4: ENGINE COOL/NG
Oil.
The oil used to lubricate the engine is also a cooling medium, so the amount of oil in
the engine must be within limits.
The Engine Cowling.
The engine is streamlined by surraunding it with a cowling. This encloses the engine
within a controllable environment and also reduces drag.
Baffles.
Baffi es (see Figure 4.5) are directional air guides which direct the airflow in an efficient
manner around the cylinders . Baffles must be close-fitting and are sealed against
the cowling to ensure that all of the airflow is over the cylinders and that each part of
the cylinder is supplied with equal amounts of cooling air.
Cowl Flaps Or Gi/Js.
r=======;r===========::::::::::::::-----~-- ENGINE
," r ~
t ,_
COWLING
,_~
FIRE
WALL
Aswe/las ~
lubrieating
the engine.
INTER- eliplaysan
CYLINDER important par:t in cooling the
BAFFLES ehgine.
COWL
FLAP(GILL)
Figure 4. 5 Co wl F/aps.
Cowl flaps and Gills (see Figure 4.5) can be fitted to the cowlings to ensure control
of the temperature. They are usually manually controlled on lig ht aircraft, and , when
open , the airflow over them causes a pressure drop which accelerates the airflow
within the cowlings.
PROCEDURES TO ENSURE ADEQUATE COOLING.
Prior to flight, the air inlet and outlet to the cowlings must be checked to ensure that
they are clear of obstruction.
The condition of baffles and cowling must be checked .
The operation of the cowl flap or gill, if fitted , must be checked .
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CHAPTER 4: ENGINE COOLING
Check the engine oillevel. Remember that as well as lubricating the engine, oil plays
an important part in engine cooling.
At high power settings and low airspeeds, such as those occurring at take off, the
cowl flaps (gills) should be selected o pe n in order to increase the flow rate over the
cy!inders, and so increase cooling.
In the climb and cruise the cowl flaps or gills can be adjusted to maintain the engine
temperature at the optimum .
In descent, engine power is reduced and less heat is generated . A very rapid
descent will overcool the engine, and this can lead to what is known as Thermal
Shock. Thermal Shock is the name given to cracking asa result of rapid temperature
change. Overcooling in the descent can cause engine components to contract at
different rates , and , thus, can result in their failure . Therefore the cowl flaps (gills)
should be closed during descent to reduce the cool ing effect. The cowl flaps (gills)
should be opened on final approach in case the pilot is required to go around . If no
cowl flaps (gills) are fitted , the pilot should increase engine RPM for a brief period , at
regular intervals during the descent, in order to avoid overcooling of the engine.
During ground running , engine oil temperatures and cylinder head temperatures
should be closely monitored to ensure the limitations are not exceeded . Although
initially after engine start the cowl flaps (gills) should be closed to encourage quick
engine warm up, they should subsequently be opened to prevent overheating .
During flight, especially during a long climb at full power, monitor the oil temperature
and cylinder head temperature closely. If the cylinder head temperature becomes
excessive, there are several methods of cooling the engine . Obviously, as has just
been stated , the cowl flaps (gills) can be opened. Perhaps less obviously, the mixture
can be made richer. With a rich mixture, the excess fuel will evaporate and cool the
charge. A reduction in engine power will tend to lower engine temperatures. An
increase in forward speed will have the same effect.
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1
CHA e.T.t,=R ~ - ENGINE COOLING QUESTIONS
Representative PPL - type questions to test your theoretical
knowledge of Engine Cooling.
1. Which of the fallawing actions would help to improve engine cooling during
the climb in an aircraft fitted with an air cooled engine?
a. Leaning the air/fuel mixture
b. Closing the cowl flaps
c. lncreasing power and reducing speed
d. Decreasing power and increasing speed
2. Which of the fallawing design features would not increase the effectiveness
of the air-cooling of an aircraft piston engine?
a. The fitting of baffles and directional air ducts
b. "Finning" the cylinders
c. Manufacturing majorengine components using law conductivity
materials
d. Fitting cowl flaps and gills
Question 1 2
Answer
The answers to these questions can be found at the end of this book.
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