Reciprocating Engine Design and Components

1-5 The cylinder forms a part of the chamber in which the fuel is compressed and burned. The crankshaft and connecting rod change the straight line motion of the piston to a rotary turning motion. The crankshaft in an aircraft engine also absorbs the power or work from all the cylinders and transfers it to the propeller. An intake valve is needed to let the fuel/air into the cylinder. The piston, moving within the cylinder, forms one of the walls of the combustin chamber. The piston has rings which seal the gases in the cylinder, preventing any loss of power around the sides of the piston. The connecting rod forms a link between the piston and the crankshaft.

Spark plug An exhaust valve is needed to let the exhaust gases out. Crankcase rear main), rear cam and tappet housing, supercharger front housing, supercharger rear housing, and supercharger rear housing cover. Pratt and Whitney engines of comparable size incorporate the same basic sections, although the construction and the nomenclature differ considerably.

Reciprocating Engines

Design & Construction

The basic major components of a reciprocating engine are the crankcase, cylinders, pistons, connecting rods, valves, valve-operating mechanism, and crankshaft. In the head of each cylinder are the valves and spark plugs. One of the valves is in a passage leading from the induction system; the other is in a passage leading to the exhaust system. Inside each cylinder is a movable piston connected to a crankshaft by a connecting rod. Figure 1-4 illustrates the basic parts of a reciprocating engine.

Crankcase Section

The foundation of an engine is the crankcase. It contains the bearings and bearing supports in which the crankshaft revolves. Besides supporting itself, the crankcase must provide a tight enclosure for the lubricating oil and must support various external and internal mechanisms of the engine. It also provides support for attachment of the cylinder assemblies, and the powerplant to the aircraft. It must be sufficiently rigid and strong to prevent misalignment of the crankshaft and its bearings. Cast or forged aluminum alloy is generally used for crankcase construction because it is light and strong. The crankcase is subjected to many variations of mechanical loads and other forces. Since the cylinders are fastened to the crankcase, the tremendous forces placed on the cylinder tend to pull the cylinder off the crankcase. The unbalanced centrifugal and inertia forces of the crankshaft acting through the main bearings subject the crankcase to bending moments which change continuously in direction and magnitude. The crankcase must have sufficient stiffness to withstand these bending moments without major deflections. [Figure 1-5] If the engine is equipped with a propeller reduction gear, the front or drive end is subjected to additional forces. In addition to the thrust forces developed by the propeller under high power output, there are severe centrifugal and gyroscopic forces applied to the crankcase due to sudden changes in the direction of flight, such as those occurring during maneuvers of the airplane. Gyroscopic forces are particularly severe when a heavy propeller is installed. To absorb centrifugal loads, a large centrifugal bearing is used in the nose section.

1-6 The shape of the nose or front of the crankcase section varies considerably. In general, it is either tapered or round. Depending upon the type of reciprocating engine, the nose or front area of the crankcase varies somewhat. If the propeller is driven directly by the crankshaft, less area is needed for this component of the engine. The crankcases used on engines having opposed or inline cylinder arrangements vary in form for the different types of engines, but in general they are approximately cylindrical. One or more sides are surfaced to serve as a base to which the cylinders are attached by means of cap screws, bolts, or studs. These accurately machined surfaces are frequently referred to as cylinder pads.

If the propeller is driven by reduction gearing (gears that slow down the speed of the propeller less than the engine), more area is required to house the reduction gears. A tapered nose section is used quite frequently on direct-drive, low-powered engines, because extra space is not required to house the propeller reduction gears. Crankcase nose sections are usually cast of either aluminum alloy or magnesium. The crankcase nose section on engines that develop from 1,000 to 2,500 hp is usually larger to house reduction gears and sometimes ribbed to get as much strength as possible. The governor is used to control propeller speed and blade angle. The mounting of the propeller governor varies. On some engines, it is located on the rear section, although this complicates the installation, especially if the propeller is operated or controlled by oil pressure, because of the distance between the governor and propeller. Where hydraulically operated propellers are used, it is good practice to mount the governor on the nose section as close to the propeller as possible to reduce the length of the oil passages. The governor is then driven either from gear teeth on the periphery of the bell gear or by some other suitable means. This basic arrangement is also used for turboprops.

On some of the larger radial engines, a small chamber is located on the bottom of the nose section to collect the oil. This is called the nose section oil sump. Since the nose section transmits many varied forces to the main crankcase or power section, it must be secured properly to transmit the loads efficiently. The machined surfaces on which the cylinders are mounted are called cylinder pads. They are provided with a suitable means of retaining or fastening the cylinders to the crankcase. The general practice in securing the cylinder flange to the pad is to mount studs in threaded holes in the crankcase. The inner portion of the cylinder pads are sometimes chamfered or tapered to permit the installation of a large rubber O-ring around the cylinder skirt, which effectively seals the joint between the cylinder and the crankcase pads against oil leakage.

Because oil is thrown about the crankcase, especially on inverted inline and radial-type engines, the cylinder skirts extend a considerable distance into the crankcase sections to reduce the flow of oil into the inverted cylinders. The piston and ring assemblies must be arranged so that they throw out the oil splashed directly into them. Mounting lugs are spaced about the periphery of the rear of the crankcase or the diffuser section of a radial engine. These are used to attach the engine assembly to the engine mount or framework provided for attaching the powerplant to the fuselage of single-engine aircraft or to the wing nacelle structure of multiengine aircraft. The mounting lugs may be either integral with the crankcase or diffuser section or detachable, as in the case of flexible or dynamic engine mounts.

The mounting arrangement supports the entire powerplant including the propeller, and therefore is designed to provide ample strength for rapid maneuvers or other loadings. Because of the elongation and contraction of the cylinders, the intake pipes which carry the mixture from the diffuser chamber through the intake valve ports are arranged to provide a slip joint which must be leak proof. The atmospheric pressure on the outside of the case of an un-supercharged engine is higher than on the inside, especially when the engine is operating at idling speed. If the engine is equipped with a supercharger and operated at full throttle, the pressure is considerably higher on the inside than on the outside of the case. If the slip joint connection has a slight leakage, the engine may idle fast due to a slight leaning of the mixture. If the leak is quite large, it may not idle at all. At open throttle, a small leak probably would not be noticeable in operation of the engine, but the slight leaning of the air-fuel mixture might cause detonation or damage to the valves and valve seats. On some radial engines, the intake pipe has considerable length 1-7 Magneto Oil pump Accessory case assembly Prop shaftGenerator Crankcase (left half) Tachometer generator Starter Oil sump Camshaft Connecting rod Cylinder Crankcase (right half) Induction system Crankshaft Main bearing surface Parting surface Transverse webs Camshaft bearings and on some inline engines, the intake pipe is at right angles to the cylinders. In these cases, flexibility of the intake pipe or its arrangement eliminates the need for a slip joint. In any case, the engine induction system must be arranged so that it does not leak air and change the desired air-fuel ratio.

Accessory Section

The accessory (rear) section usually is of cast construction and the material may be either aluminum alloy, which is used most widely, or magnesium, which has been used to some extent. On some engines, it is cast in one piece and provided with means for mounting the accessories, such as magnetos, carburetors, fuel, oil, vacuum pumps, starter, generator, tachometer drive, etc., in the various locations required to facilitate accessibility. Other adaptations consist of an aluminum alloy casting and a separate cast magnesium cover plate on which the accessory mounts are arranged. Accessory drive shafts are mounted in suitable drive arrangements that are carried out to the accessory mounting pads. In this manner, the various gear ratios can be arranged to give the proper drive speed to magnetos, pumps, and other accessories to obtain correct timing or functioning.

Accessory Gear Trains

Gear trains, containing both spur- and bevel-type gears, are used in the different types of engines for driving engine components and accessories. Spur-type gears are generally used to drive the heavier loaded accessories or those requiring the least play or backlash in the gear train. Bevel gears permit angular location of short stub shafts leading to the various accessory mounting pads. On opposed, reciprocating engines, the accessory gear trains are usually simple arrangements. Many of these engines use simple gear trains to drive the engine’s accessories at the proper speeds.

Crankshafts

The crankshaft is carried in a position parallel to the longitudinal axis of the crankcase and is generally supported by a main bearing between each throw. The crankshaft main bearings must be supported rigidly in the crankcase. This usually is accomplished by means of transverse webs in the crankcase, one for each main bearing. The webs form an integral part of the structure and, in addition to supporting the main bearings, add to the strength of the entire case. 1-8 The crankcase is divided into two sections in a longitudinal plane. This division may be in the plane of the crankshaft so that one-half of the main bearing (and sometimes camshaft bearings) are carried in one section of the case and the other half in the opposite section. [Figure 1-6] Another method is to divide the case in such a manner that the main bearings are secured to only one section of the case on which the cylinders are attached, thereby providing means of removing a section of the crankcase for inspection without disturbing the bearing adjustment.

The crankshaft is the backbone of the reciprocating engine. It is subjected to most of the forces developed by the engine. Its main purpose is to transform the reciprocating motion of the piston and connecting rod into rotary motion for rotation of the propeller. The crankshaft, as the name implies, is a shaft composed of one or more cranks located at specified points along its length. The cranks, or throws, are formed by forging offsets into a shaft before it is machined. Since crankshafts must be very strong, they generally are forged from a very strong alloy, such as chromium-nickel-molybdenum steel.

A crankshaft may be of single-piece or multipiece construction. Figure 1-7 shows two representative types of solid crankshafts used in aircraft engines. The four-throw construction may be used either on four-cylinder horizontal opposed or four-cylinder inline engines. The six-throw shaft is used on six-cylinder inline engines, 12-cylinder V-type engines, and six-cylinder opposed engines. Crankshafts of radial engines may be the single-throw, two-throw, or four-throw type, depending on whether the engine is the single-row, twin-row, or four-row type. A single-throw radial engine crankshaft is shown in Figure 1-8. No matter how many throws it may have, each crankshaft has three main parts—a journal, crankpin, and crank cheek. Flyweights and dampers, although not a true part of a crankshaft, are usually attached to it to reduce engine vibration.

The journal is supported by, and rotates in, a main bearing. It serves as the center of rotation of the crankshaft. It is surface- hardened to reduce wear. The crankpin is the section to which the connecting rod is attached. It is off-center from the main journals and is often called the throw. Two crank cheeks and a crankpin make a throw. When a force is applied to the crankpin in any direction other than parallel or perpendicular to and through the center line of the crankshaft, it causes the crankshaft to rotate. The outer surface is hardened by nitriding to increase its resistance to wear and to provide the required bearing surface. The crankpin is usually hollow. This reduces the total weight of the crankshaft and provides a passage for the transfer of lubricating oil. On early engines, the hollow crankpin also served as a chamber for collecting sludge, carbon deposits, and other foreign material. Centrifugal force threw these substances to the outside of the chamber and kept them from reaching the connecting-rod bearing surface.

Due to the use of ashless dispersant oils, newer engines no longer use sludge chambers. On some engines, a passage is drilled in the crank cheek to allow oil from the hollow crankshaft to be sprayed on the cylinder walls. The crank cheek connects the crankpin to the main journal. In some designs, the cheek extends beyond the journal and carries a flyweight to balance the crankshaft. The crank cheek must be of sturdy construction to obtain the required rigidity between the crankpin and the journal. In all cases, the type of crankshaft and the number of crankpins must correspond with the cylinder arrangement of the engine.

The position of the cranks on the crankshaft in relation to the other cranks of the same shaft is expressed in degrees. The simplest crankshaft is the single-throw or 360° type. This type is used in a single-row radial engine. It can be constructed in one or two pieces. Two main bearings (one on each end) are provided when this type of crankshaft is used. The double-throw or 180° crankshaft is used on double- row radial engines. In the radial-type engine, one throw is provided for each row of cylinders.

Crankshaft Balance

Excessive vibration in an engine not only results in fatigue failure of the metal structures, but also causes the moving parts to wear rapidly. In some instances, excessive vibration is caused by a crankshaft that is not balanced. Crankshafts are balanced for static balance and dynamic balance. A crankshaft is statically balanced when the weight of the entire assembly of crankpins, crank cheeks, and flyweights is balanced around the axis of rotation. When checked for static balance, it is placed on two knife edges. If the shaft tends to turn toward any one position during the test, it is out of static balance.

Any engine to be overhauled completely should receive a runout check of its crankshaft as a first step. Any question concerning crankshaft replacement is resolved at this time since a shaft whose runout is beyond limits must be replaced.

Dynamic Dampers

A crankshaft is dynamically balanced when all the forces created by crankshaft rotation and power impulses are balanced within themselves so that little or no vibration is produced when the engine is operating. To reduce vibration to a minimum during engine operation, dynamic dampers are incorporated on the crankshaft. A dynamic damper is merely a pendulum that is fastened to the crankshaft so that it is free to move in a small arc. It is incorporated in the flyweight assembly. Some crankshafts incorporate two or more of these assemblies, each being attached to a different crank cheek. The distance the pendulum moves and, thus, its vibrating 1-9 180°180° 120° 1 2 3 4 1 2 3 4 1 2 5 6 3 4 3 4 1 2 5 6

Cylinders

Crank arm Journal Crankpin Journal Crank cheek Counterweight Damping weights frequency corresponds to the frequency of the power impulses of the engine. When the vibration frequency of the crankshaft occurs, the pendulum oscillates out of time with the crankshaft vibration, thus reducing vibration to a minimum. The construction of the dynamic damper used in one engine consists of a movable slotted-steel flyweight attached to the crank cheek. Two spool-shaped steel pins extend into the slot and pass through oversized holes in the flyweight and crank cheek. The difference in the diameter between the pins and the holes provides a pendulum effect. An analogy of the functioning of a dynamic damper is shown in Figure 1-9.

Connecting Rods

The connecting rod is the link that transmits forces between the piston and the crankshaft. [Figure 1-10] Connecting rods must be strong enough to remain rigid under load and yet be light enough to reduce the inertia forces that are produced when the rod and piston stop, change direction, and start again at the end of each stroke. There are four types of connecting-rod assemblies [Figure 1-11]: 1. Plain. 2. Fork and blade. 3. Master and articulated. 4. Split-type. Master-and-Articulated Rod Assembly The master-and-articulated rod assembly is commonly used in radial engines. In a radial engine, the piston in one cylinder in each row is connected to the crankshaft by a master rod.

All other pistons in the row are connected to the master rod by articulated rods. In an 18-cylinder engine, which has two rows of cylinders, there are two master rods and 16 articulated rods. The articulated rods are constructed of forged steel alloy in either the I- or H-shape, denoting the cross-sectional shape. Bronze bushings are pressed into the 1-10 Pendulum length Handpump bellow bores in each end of the articulated rod to provide knuckle- pin and piston-pin bearings. The master rod serves as the connecting link between the piston pin and the crankpin. The crankpin end, or the big end, contains the crankpin or master rod bearing. Flanges around the big end provide for the attachment of the articulated rods.

The articulated rods are attached to the master rod by knuckle pins, which are pressed into holes in the master rod flanges during assembly. A plain bearing, usually called a piston-pin bushing, is installed in the piston end of the master rod to receive the piston pin. When a crankshaft of the split-spline or split-clamp type is employed, a one-piece master rod is used. The master and articulated rods are assembled and then installed on the crankpin; the crankshaft sections are then joined together. In engines that use the one-piece type of crankshaft, the big end of the master rod is split, as is the master rod bearing.

The main part of the master rod is installed on the crankpin; then the bearing cap is set in place and bolted to the master rod. The centers of the knuckle pins do not coincide with the center of the crankpin. Thus, while the crankpin center describes a true circle for each revolution of the crankshaft, the centers of the knuckle pins describe an elliptical path. [Figure 1-12] The elliptical paths are symmetrical about a center line through the master rod cylinder. It can be seen that the major diameters of the ellipses are not the same. Thus, the link rods have varying degrees of angularity relative to the center of the crank throw.

Because of the varying angularity of the link rods and the elliptical motion of the knuckle pins, all pistons do not move an equal amount in each cylinder for a given number of degrees of crank throw movement. This variation in piston position between cylinders can have considerable effect on engine operation. To minimize the effect of these factors on valve and ignition timing, the knuckle pin holes in the master rod flange are not equidistant from the center of the crankpin, thereby offsetting to an extent the effect of the link rod angularity. Another method of minimizing the adverse effects on engine operation is to use a compensated magneto. In this magneto the breaker cam has a number of lobes equal to the number of cylinders on the engine. To compensate for the variation in piston position due to link rod angularity, the breaker cam lobes are ground with uneven spacing. This allows the breaker contacts to open when the piston is in the correct firing position.

This is further outlined during the discussion on ignition timing in Chapter 4, Engine Ignition & Electrical Systems. Knuckle Pins The knuckle pins are of solid construction except for the oil passages drilled in the pins, which lubricate the knuckle pin bushings. These pins may be installed by pressing into holes in the master rod flanges so that they are prevented from turning in the master rod. Knuckle pins may also be installed with a loose fit so that they can turn in the master rod flange holes, and also turn in the articulating rod bushings. These are called full-floating knuckle pins. In either type of installation, a lock plate on each side retains the knuckle pin and prevents a lateral movement.

1-11 Fork-and-blade rodSolid-type master rod Split-type master rodPlain rod Blade rod Fork rod Shank CapConnecting rod bolts Crimp or pinch Bearing shells lined with bearing material Piston pin end Bronze bushing Articulating rod Knuckle pin lock plate Knuckle pin 1 3 7 2 5 6 4 rod assembly. Plain-Type Connecting Rods Plain-type connecting rods are used in inline and opposed engines. The end of the rod attached to the crankpin is fitted with a cap and a two-piece bearing. The bearing cap is held on the end of the rod by bolts or studs. To maintain proper fit and balance, connecting rods should always be replaced in the same cylinder and in the same relative position.

Fork-and-Blade Rod Assembly The fork-and-blade rod assembly is used primarily in V-type engines. The forked rod is split at the crankpin end to allow space for the blade rod to fit between the prongs. A single two- piece bearing is used on the crankshaft end of the rod. This type of connecting rod is not used much on modern engines. Pistons The piston of a reciprocating engine is a cylindrical member which moves back and forth within a steel cylinder. [Figure 1-13] The piston acts as a moving wall within the combustion chamber. As the piston moves down in the cylinder, it draws in the air-fuel mixture. As it moves upward, it compresses the charge, ignition occurs, and the expanding gases force the piston downward. This force is transmitted to the crankshaft through the connecting rod. On the return upward stroke, the piston forces the exhaust gases from the cylinder and the cycle repeats.

1-12 Aluminum plug Piston pin Compression rings Oil control ring Recessed head Piston Piston pin boss Flat head Recessed head Concave head Dome head Slipper type Trunk type

Piston Construction

The majority of aircraft engine pistons are machined from aluminum alloy forgings. Grooves are machined in the outside surface of the piston to receive the piston rings, and cooling fins are provided on the inside of the piston for greater heat transfer to the engine oil. Pistons may be either the trunk type or the slipper type. [Figure 1-14] Slipper-type pistons are not used in modern, high-powered engines because they do not provide adequate strength or wear resistance. The top of the piston, or head, may be flat, convex, or concave. Recesses may be machined in the piston head to prevent interference with the valves.

Modern engines use cam ground pistons that are a larger diameter perpendicular to the piston pin. This larger diameter keeps the piston straight in the cylinder as the engine warms up from initial startup. As the piston heats up during warm up, the part of the piston in line with the pin has more mass and expands more making the piston completely round. At low temperatures, the piston is oval shaped and, when it warms to operating temperature, it becomes round. This process reduces the tendency of the piston to cock or slap in the cylinder during warm up. When the engine reaches its normal operating temperature, the piston assumes the correct dimensions in the cylinder.

As many as six grooves may be machined around the piston to accommodate the compression rings and oil rings. [Figure 1-15] The compression rings are installed in the three uppermost grooves; the oil control rings are installed immediately above the piston pin. The piston is usually drilled at the oil control ring grooves to allow surplus oil scraped from the cylinder walls by the oil control rings to pass back into the crankcase. An oil scraper ring is installed at the base of the piston wall or skirt to prevent excessive oil consumption. The portions of the piston walls that lie between 1-13 ring grooves are called the ring lands. In addition to acting as a guide for the piston head, the piston skirt incorporates the piston-pin bosses. The piston-pin bosses are of heavy construction to enable the heavy load on the piston head to be transferred to the piston pin.

Piston Pin The piston pin joins the piston to the connecting rod. It is machined in the form of a tube from a nickel steel alloy forging, casehardened, and ground. The piston pin is sometimes called a wristpin because of the similarity between the relative motions of the piston and the articulated rod and that of the human arm. The piston pin used in modern aircraft engines is the full-floating type, so called because the pin is free to rotate in both the piston and in the connecting rod piston-pin bearing. The piston pin must be held in place to prevent the pin ends from scoring the cylinder walls. A plug of relatively soft aluminum in the pin end provides a good bearing surface against the cylinder wall.

Piston Rings

The piston rings prevent leakage of gas pressure from the combustion chamber and reduce to a minimum the seepage of oil into the combustion chamber. [Figure 1-15] The rings fit into the piston grooves but spring out to press against the cylinder walls; when properly lubricated, the rings form an effective gas seal. Piston Ring Construction Most piston rings are made of high-grade cast iron. [Figure 1-14] After the rings are made, they are ground to the cross-section desired. Then they are split so that they can be slipped over the outside of the piston and into the ring grooves that are machined in the piston wall. Since their purpose is to seal the clearance between the piston and the cylinder wall, they must fit the cylinder wall snugly enough to provide a gastight fit. They must exert equal pressure at all points on the cylinder wall and must make a gastight fit against the sides of the ring grooves.

Gray cast iron is most often used in making piston rings. In some engines, chrome-plated mild steel piston rings are used in the top compression ring groove because these rings can better withstand the high temperatures present at this point. Chrome rings must be used with steel cylinder walls. Never use chrome rings on chrome cylinders. Compression Ring The purpose of the compression rings is to prevent the escape of combustion gases past the piston during engine operation. They are placed in the ring grooves immediately below the piston head. The number of compression rings used on each piston is determined by the type of engine and its design, although most aircraft engines use two compression rings plus one or more oil control rings.

The cross-section of the ring is either rectangular or wedge shaped with a tapered face. The tapered face presents a narrow bearing edge to the cylinder wall, which helps to reduce friction and provide better sealing. Oil Control Rings Oil control rings are placed in the grooves immediately below the compression rings and above the piston pin bores. There may be one or more oil control rings per piston; two rings may be installed in the same groove, or they may be installed in separate grooves. Oil control rings regulate the thickness of the oil film on the cylinder wall. If too much oil enters the combustion chamber, it burns and leaves a thick coating of carbon on the combustion chamber walls, the piston head, the spark plugs, and the valve heads. This carbon can cause the valves and piston rings to stick if it enters the ring grooves or valve guides. In addition, the carbon can cause spark plug misfiring as well as detonation, pre-ignition, or excessive oil consumption. To allow the surplus oil to return to the crankcase, holes are drilled in the bottom of the oil control piston ring grooves or in the lands next to these grooves.

Oil Scraper Ring The oil scraper ring usually has a beveled face and is installed in the groove at the bottom of the piston skirt. The ring is installed with the scraping edge away from the piston head or in the reverse position, depending upon cylinder position and the engine series. In the reverse position, the scraper ring 1-14 Piston Cast aluminum head Exhaust valveIntake valve Connecting rod Forged steel barrel Combustion chamber Crankshaft Piston pin retains the surplus oil above the ring on the upward piston stroke, and this oil is returned to the crankcase by the oil control rings on the downward stroke.

Cylinders

The portion of the engine in which the power is developed is called the cylinder. [Figure 1-16] The cylinder provides a combustion chamber where the burning and expansion of gases take place, and it houses the piston and the connecting rod. There are four major factors that need to be considered in the design and construction of the cylinder assembly. It must: 1. Be strong enough to withstand the internal pressures developed during engine operation. 2. Be constructed of a lightweight metal to keep down engine weight. 3. Have good heat-conducting properties for efficient cooling. 4. Be comparatively easy and inexpensive to manufacture, inspect, and maintain.

The cylinder head of an air cooled engine is generally made of aluminum alloy because aluminum alloy is a good conductor of heat and its light weight reduces the overall engine weight. Cylinder heads are forged or die-cast for greater strength. The inner shape of a cylinder head is generally semispherical. The semispherical shape is stronger than conventionalist design and aids in a more rapid and thorough scavenging of the exhaust gases. The cylinder used in the air cooled engine is the overhead valve type. [Figure 1-17] Each cylinder is an assembly of two major parts: cylinder head and cylinder barrel. At assembly, the cylinder head is expanded by heating and then screwed down on the cylinder barrel, which has been chilled. When the head cools and contracts and the barrel warms up and expands, a gastight joint results. The majority of the cylinders used are constructed in this manner using an aluminum head and a steel barrel. [Figure 1-18] Cylinder Heads The purpose of the cylinder head is to provide a place for combustion of the air-fuel mixture and to give the cylinder more heat conductivity for adequate cooling. The air-fuel mixture is ignited by the spark in the combustion chamber and commences burning as the piston travels toward top dead center (top of its travel) on the compression stroke. The ignited charge is rapidly expanding at this time, and pressure is increasing so that, as the piston travels through the top dead center position, it is driven downward on the power stroke.

1-15 The intake and exhaust valve ports are located in the cylinder head along with the spark plugs and the intake and exhaust valve actuating mechanisms. After the cylinder head is cast, the spark plug bushings, valve guides, rocker arm bushings, and valve seats are installed in the cylinder head. Spark plug openings may be fitted with bronze or steel bushings that are shrunk and screwed into the openings. Stainless steel Heli-Coil spark plug inserts are used in many engines currently manufactured. Bronze or steel valve guides are usually shrunk or screwed into drilled openings in the cylinder head to provide guides for the valve stems. These are generally located at an angle to the center line of the cylinder. The valve seats are circular rings of hardened metal that protect the relatively soft metal of the cylinder head from the hammering action of the valves (as they open and close) and from the exhaust gases.

The cylinder heads of air cooled engines are subjected to extreme temperatures; it is therefore necessary to provide adequate cooling fin area and to use metals that conduct heat rapidly. Cylinder heads of air cooled engines are usually cast or forged. Aluminum alloy is used in the construction for a number of reasons. It is well adapted for casting or for the machining of deep, closely spaced fins, and it is more resistant than most metals to the corrosive attack of tetraethyl lead in gasoline. The greatest improvement in air cooling has resulted from reducing the thickness of the fins and increasing their depth. In this way, the fin area has been increased in modern engines. Cooling fins taper from 0.090" at the base to 0.060" at the tip end. Because of the difference in temperature in the various sections of the cylinder head, it is necessary to provide more cooling-fin area on some sections than on others. The exhaust valve region is the hottest part of the internal surface; therefore, more fin area is provided around the outside of the cylinder in this section.

Cylinder Barrels The cylinder barrel in which the piston operates must be made of a high-strength material, usually steel. It must be as light as possible yet have the proper characteristics for operating under high temperatures. It must be made of a good bearing material and have high tensile strength. The cylinder barrel is made of a steel alloy forging with the inner surface hardened to resist wear of the piston and the piston rings which bear against it. This hardening is usually done by exposing the steel to ammonia or cyanide gas while the steel is very hot. The steel soaks up nitrogen from the gas, which forms iron nitrides on the exposed surface. As a result of this process, the metal is said to be nitrided. This nitriding only penetrates into the barrel surface a few thousands of an inch. As the cylinder barrels wear due to use, they can be repaired by chroming. This is a process that plates chromium on the surface of the cylinder barrel and brings it back to new standard dimensions. Chromium-plated cylinders should use cast iron rings. Honing the cylinder walls is a process that brings it to the correct dimensions and provides crosshatch pattern for seating the piston rings during engine break-in.

Some engine cylinder barrels are choked at the top, or they are smaller in diameter to allow for heat expansion and wear. In some instances, the barrel has threads on the outside surface at one end so that it can be screwed into the cylinder head. The cooling fins are machined as an integral part of the barrel and have limits on repair and service. Cylinder Numbering Occasionally, it is necessary to refer to the left or right side of the engine or to a particular cylinder. Therefore, it is necessary to know the engine directions and how cylinders of an engine are numbered. The propeller shaft end of the engine is always the front end, and the accessory end is the rear end, regardless of how the engine is mounted in an aircraft. When referring to the right side or left side of an engine, always assume the view is from the rear or accessory end. As seen from this position, crankshaft rotation is referred to as either clockwise or counterclockwise.

Inline and V-type engine cylinders are usually numbered from the rear. In V-engines, the cylinder banks are known as the right bank and the left bank, as viewed from the accessory end. [Figure 1-19] The cylinder numbering of the opposed engine shown begins with the right rear as No. 1 and the left rear as No. 2. The one forward of No. 1 is No. 3; the one forward of No. 2 is No. 4, and so on. The numbering of opposed engine cylinders is by no means standard. Some manufacturers number their cylinders from the rear and others from the front of the engine. Always refer to the appropriate engine manual to determine the numbering system used by that manufacturer.

1-16 Single-Row Radial Double-Row Radial Opposed 4 3 2 1 6 5 1 2 7 8 5 4 9 3 6 1 3 13 15 9 7 17 5 11 2 4 14 16 10 8 18 6 12 Single-row radial engine cylinders are numbered clockwise when viewed from the rear. Cylinder No. 1 is the top cylinder. In double-row engines, the same system is used. The No. 1 cylinder is the top one in the rear row. No. 2 cylinder is the first one clockwise from No. 1, but No. 2 is in the front row. No. 3 cylinder is the next one clockwise to No. 2 but is in the rear row. Thus, all odd-numbered cylinders are in the rear row, and all even-numbered cylinders are in the front row.

Firing Order The firing order of an engine is the sequence in which the power event occurs in the different cylinders. The firing order is designed to provide for balance and to eliminate vibration to the greatest extent possible. In radial engines, the firing order must follow a special pattern since the firing impulses must follow the motion of the crank throw during its rotation. In inline engines, the firing orders may vary somewhat, yet most orders are arranged so that the firing of cylinders is evenly distributed along the crankshaft. Six-cylinder inline engines generally have a firing order of 1-5-3-6-2-4. Cylinder firing order in opposed engines can usually be listed in pairs of cylinders, as each pair fires across the center main bearing.

The firing order of six-cylinder opposed engines is 1-4-5- 2-3-6. The firing order of one model four-cylinder opposed engine is 1-4-2-3, but on another model, it is 1-3-2-4. Single-Row Radial Engines On a single-row radial engine, all the odd-numbered cylinders fire in numerical succession; then, the even numbered cylinders fire in numerical succession. On a five-cylinder radial engine, for example, the firing order is 1-3-5-2-4, and on a seven-cylinder radial engine it is 1-3-5-7-2-4-6. The firing order of a nine-cylinder radial engine is 1-3-5-7-9-2-4-6-8. Double-Row Radial Engines On a double-row radial engine, the firing order is somewhat complicated. The firing order is arranged with the firing impulse occurring in a cylinder in one row and then in a cylinder in the other row; therefore, two cylinders in the same row never fire in succession.

An easy method for computing the firing order of a 14-cylinder, double-row radial engine is to start with any number from 1 to 14 and add 9 or subtract 5 (these are called the firing order numbers), whichever gives an answer between 1 and 14, inclusive. For example, starting with 8, 9 cannot be added since the answer would then be more than 14; therefore, subtract 5 from 8 to get 3, add 9 to 3 to get 12, subtract 5 from 12 to get 7, subtract 5 from 7 to get 2, and so on. The firing order numbers of an 18-cylinder, double-row radial engine are 11 and 7; that is, begin with any number from 1 to 18 and add 11 or subtract 7. For example, beginning with 1, add 11 to get 12; 11 cannot be added to 12 because the total would be more than 18, so subtract 7 to get 5, add 11 to 5 to get 16, subtract 7 from 16 to get 9, subtract 7 from 9 to get 2, add 11 to 2 to get 13, and continue this process for 18 cylinders.

Valves The air-fuel mixture enters the cylinders through the intake valve ports, and burned gases are expelled through the exhaust valve ports. The head of each valve opens and closes these cylinder ports. The valves used in aircraft engines are the conventional poppet type. The valves are also typed by their shape and are called either mushroom or tulip because of their resemblance to the shape of these plants. Figure 1-20 illustrates various shapes and types of these valves. 1-17 Tulip type Semi-tulip type Tulip type Hollow-head mushroom type Mushroom type Tulip type Large stem Sodium chamber Small stem Hardened tip Neck Face Head retaining washers in place.

Valve Construction

The valves in the cylinders of an aircraft engine are subjected to high temperatures, corrosion, and operating stresses; thus, the metal alloy in the valves must be able to resist all these factors. Because intake valves operate at lower temperatures than exhaust valves, they can be made of chromic-nickel steel. Exhaust valves are usually made of nichrome, silchrome, or cobalt-chromium steel because these materials are much more heat resistant. The valve head has a ground face that forms a seal against the ground valve seat in the cylinder head when the valve is closed. The face of the valve is usually ground to an angle of either 30° or 45°. In some engines, the intake-valve face is ground to an angle of 30°, and the exhaust-valve face is ground to a 45° angle. Valve faces are often made more durable by the application of a material called stellite. About 1⁄16 inch of this alloy is welded to the valve face and ground to the correct angle. Stellite is resistant to high-temperature corrosion and also withstands the shock and wear associated with valve operation. Some engine manufacturers use a nichrome facing on the valves. This serves the same purpose as the stellite material.

The valve stem acts as a pilot for the valve head and rides in the valve guide installed in the cylinder head for this purpose. [Figure 1-21] The valve stem is surface hardened to resist wear. The neck is the part that forms the junction between the head and the stem. The tip of the valve is hardened to withstand the hammering of the valve rocker arm as it opens the valve. A machined groove on the stem near the tip receives the split-ring stem keys. These stem keys form a lock ring to hold the valve spring retaining washer in place. [Figure 1-22] Some intake and exhaust valve stems are hollow and partially filled with metallic sodium. This material is used because it is an excellent heat conductor. The sodium melts at approximately 208 °F and the reciprocating motion of the valve circulates the liquid sodium, allowing it to carry away heat from the valve head to the valve stem where it is dissipated through the valve guide to the cylinder head and the cooling fins. Thus, the operating temperature of the valve may be reduced as much as 300° to 400 °F. Under no circumstances should a sodium-filled valve be cut open 1-18 Cam ramps Camshaft Cam track Cam lobe Roller Cam ring Cam roller Pressure oil Case Tappet Adjusting screw Rocker arm Return oil Lock screw Push rod tube Tappet guide Seat Port Valve guide Valve spring or subjected to treatment which may cause it to rupture.

Exposure of the sodium in these valves to the outside air results in fire or explosion with possible personal injury. The most commonly used intake valves have solid stems, and the head is either flat or tulip shaped. Intake valves for low-power engines are usually flat headed. In some engines, the intake valve may be the tulip type and have a smaller stem than the exhaust valve or it may be similar to the exhaust valve but have a solid stem and head. Although these valves are similar, they are not interchangeable since the faces of the valves are constructed of different material. The intake valve usually has a flat milled on the tip to identify it.

Valve Operating Mechanism

For a reciprocating engine to operate properly, each valve must open at the proper time, stay open for the required length of time, and close at the proper time. Intake valves are opened just before the piston reaches top dead center, and exhaust valves remain open after top dead center. At a particular instant, therefore, both valves are open at the same time (end of the exhaust stroke and beginning of the intake stroke). This valve overlap permits better volumetric efficiency and lowers the cylinder operating temperature. This timing of the valves is controlled by the valve-operating mechanism and is referred to as the valve timing.

The valve lift (distance that the valve is lifted off its seat) and the valve duration (length of time the valve is held open) are both determined by the shape of the cam lobes. Typical cam lobes are illustrated in Figure 1-23. The portion of the lobe that gently starts the valve operating mechanism moving is called a ramp, or step. The ramp is machined on each side of the cam lobe to permit the rocker arm to be eased into contact with the valve tip and thus reduce the shock load which would otherwise occur. The valve operating mechanism consists of a cam ring or camshaft equipped with lobes that work against a cam roller or a cam follower. [Figures 1-24 and 1-25] The cam follower pushes a push rod and ball socket, actuating a rocker arm, which in turn opens the valve. Springs, which slip over the stem of the valves and are held in place by the valve-spring retaining washer and stem key, close each valve and push the valve mechanism in the opposite direction. [Figure 1-26] Cam Rings The valve mechanism of a radial engine is operated by one or two cam rings, depending upon the number of rows of cylinders.

In a single-row radial engine, one ring with a double cam track is used. One track operates the intake valves, the other 1-19 Camshaft Valve spring Push rod Tappet oscillations. Multiple springs are used to protect against breakage. operates the exhaust valves. The cam ring is a circular piece of steel with a series of cams or lobes on the outer surface. The surface of these lobes and the space between them (on which the cam rollers ride) is known as the cam track. As the cam ring revolves, the lobes cause the cam roller to raise the tappet in the tappet guide, thereby transmitting the force through the push rod and rocker arm to open the valve. In a single-row radial engine, the cam ring is usually located between the propeller reduction gearing and the front end of the power section. In a twin-row radial engine, a second cam for the operation of the valves in the rear row is installed between the rear end of the power section and the supercharger section.

The cam ring is mounted concentrically with the crankshaft and is driven by the crankshaft at a reduced rate of speed through the cam intermediate drive gear assembly. The cam ring has two parallel sets of lobes spaced around the outer periphery, one set (cam track) for the intake valves and the other for the exhaust valves. The cam rings used may have four or five lobes on both the intake and the exhaust tracks. The timing of the valve events is determined by the spacing of these lobes and the speed and direction at which the cam rings are driven in relation to the speed and direction of the crankshaft. The method of driving the cam varies on different makes of engines. The cam ring can be designed with teeth on either the inside or outside periphery. If the reduction gear meshes with the teeth on the outside of the ring, the cam turns in the direction of rotation of the crankshaft. If the ring is driven from the inside, the cam turns in the opposite direction from the crankshaft. [Figure 1-24] A four-lobe cam may be used on either a seven-cylinder or nine-cylinder engine. [Figure 1-27] On the seven cylinder, it rotates in the same direction as the crankshaft, and on the nine cylinder, opposite the crankshaft rotation. On the nine- cylinder engine, the spacing between cylinders is 40° and the firing order is 1-3-5-7-9-2-4-6-8. This means that there is a space of 80° between firing impulses. The spacing on the four lobes of the cam ring is 90°, which is greater than the spacing between impulses. Therefore, to obtain proper relation of valve operations and firing order, it is necessary to drive the cam opposite the crankshaft rotation. Using the four-lobe cam on the seven-cylinder engine, the spacing between the firing of the cylinders is greater than the spacing of the cam lobes. Therefore, it is necessary for the cam to rotate in the same direction as the crankshaft.

1-20 Number of Lobes Speed Number of Lobes Speed Number of Lobes Speed 5 Cylinders 3 2 1/6 1/4 1/8 1/6 1/10 1/8 with crankshaft opposite crankshaft 4 3 5 4 7 Cylinders 9 Cylinders Direction of Rotation Timing gear Crankshaft gear Crankshaft Camshaft lobeCam gear is twice the size of the crankshaft gear and operates at 1/2 speed Camshaft The valve mechanism of an opposed engine is operated by a camshaft. The camshaft is driven by a gear that mates with another gear attached to the crankshaft. [Figure 1-28] The camshaft always rotates at one-half the crankshaft speed. As the camshaft revolves, the lobes cause the tappet assembly to rise in the tappet guide, transmitting the force through the push rod and rocker arm to open the valve. [Figure 1-29] Tappet Assembly The tappet assembly consists of: 1. A cylindrical tappet, which slides in and out in a tappet guide installed in one of the crankcase sections around the cam ring; 2. A tappet roller, which follows the contour of the cam ring and lobes; 3. A tappet ball socket or push rod socket; and 4. A tappet spring.

The function of the tappet assembly is to convert the rotational movement of the cam lobe into reciprocating motion and to transmit this motion to the push rod, rocker arm, and then to the valve tip, opening the valve at the proper time. The purpose of the tappet spring is to take up the clearance between the rocker arm and the valve tip to reduce the shock load when the valve is opened. A hole is drilled through the tappet to allow engine oil to flow to the hollow push rods to lubricate the rocker assemblies. Solid Lifters/Tappets Solid lifters or cam followers generally require the valve clearance to be adjusted manually by adjusting a screw and lock nut. Valve clearance is needed to assure that the valve has enough clearance in the valve train to close completely.

This adjustment or inspection was a continuous maintenance item until hydraulic lifters were used. Hydraulic Valve Tappets/Lifters Some aircraft engines incorporate hydraulic tappets that automatically keep the valve clearance at zero, eliminating the necessity for any valve clearance adjustment mechanism. A typical hydraulic tappet (zero-lash valve lifter) is shown in Figure 1-30. When the engine valve is closed, the face of the tappet body (cam follower) is on the base circle or back of the cam. [Figure 1-30] The light plunger spring lifts the hydraulic plunger so that its outer end contacts the push rod socket, exerting a light pressure against it, thus eliminating any clearance in the valve linkage. As the plunger moves outward, the ball check valve moves off its seat. Oil from the supply chamber, which is directly connected with the engine lubrication system, flows in and fills the pressure chamber. As the camshaft rotates, the cam pushes the tappet body and the 1-21 Cam Tappet body Cylinder Ball check valve PlungerPlunger spring Push rod socketPush rod Push rod shroud tube Oil pressure chamber Oil supply chamber Oil hole hydraulic lifter cylinder outward. This action forces the ball check valve onto its seat; thus, the body of oil trapped in the pressure chamber acts as a cushion. During the interval when the engine valve is off its seat, a predetermined leakage occurs between plunger and cylinder bore, which compensates for any expansion or contraction in the valve train. Immediately after the engine valve closes, the amount of oil required to fill the pressure chamber flows in from the supply chamber, preparing for another cycle of operation.

Hydraulic valve lifters are normally adjusted at the time of overhaul. They are assembled dry (no lubrication), clearances checked, and adjustments are usually made by using push rods of different lengths. A minimum and maximum valve clearance is established. Any measurement between these extremes is acceptable, but approximately half way between the extremes is desired. Hydraulic valve lifters require less maintenance, are better lubricated, and operate more quietly than the screw adjustment type. Push Rod The push rod, tubular in form, transmits the lifting force from the valve tappet to the rocker arm. A hardened-steel ball is pressed over or into each end of the tube. One ball end fits into the socket of the rocker arm. In some instances, the balls are on the tappet and rocker arm, and the sockets are on the push rod. The tubular form is employed because of its lightness and strength. It permits the engine lubricating oil under pressure to pass through the hollow rod and the drilled ball ends to lubricate the ball ends, rocker-arm bearing, and valve-stem guide. The push rod is enclosed in a tubular housing that extends from the crankcase to the cylinder head, referred to as push rod tubes.

Rocker Arms The rocker arms transmit the lifting force from the cams to the valves. [Figure 1-31] Rocker arm assemblies are supported by a plain, roller, or ball bearing, or a combination of these, which serves as a pivot. Generally, one end of the arm bears against the push rod and the other bears on the valve stem. One end of the rocker arm is sometimes slotted to accommodate a steel roller. The opposite end is constructed with either a threaded split clamp and locking bolt or a tapped hole. The arm may have an adjusting screw, for adjusting the clearance between the rocker arm and the valve stem tip. The screw can be adjusted to the specified clearance to make certain that the valve closes fully.

Valve Springs Each valve is closed by two or three helical springs. If a single spring were used, it would vibrate or surge at certain speeds. To eliminate this difficulty, two or more springs (one inside the other) are installed on each valve. Each spring vibrates at a different engine speed and rapid damping out of all spring-surge vibrations during engine operation results. Two or more springs also reduce danger of weakness and possible failure by breakage due to heat and metal fatigue. The springs are held in place by split locks installed in the recess of the valve spring upper retainer or washer, and engage a groove machined into the valve stem. The functions of the valve springs are to close the valve and to hold the valve securely on the valve seat.

1-22 Straight roller bearing Deep-groove ball bearing controls both radial and thrust loads No thrust loads Thrust loads Rotating shaft Radial loads only Bearings A bearing is any surface which supports, or is supported by, another surface. A good bearing must be composed of material that is strong enough to withstand the pressure imposed on it and should permit the other surface to move with a minimum of friction and wear. The parts must be held in position within very close tolerances to provide efficient and quiet operation, and yet allow freedom of motion. Lubricated bearings of many types are used to accomplish this, and at the same time reduce friction of moving parts so that power loss is not excessive and to prevent high oil temperatures caused by failed or failing bearings. Bearings are required to take radial loads, thrust loads, or a combination of the two. An example of a radial load would be a rotating shaft being held or contained in one position on a radial plane. Thrust load would be the rotating shaft being contained from moving axially along the shafts axis. These radial and thrust loads are illustrated in Figure 1-32. There are two ways in which bearing surfaces move in relation to each other. One is by the sliding movement of one metal against the other (sliding friction), and the second is for one surface to roll over the other (rolling friction). The three different types of bearings in general use are plain, roller, and ball. [Figure 1-33] Plain Bearings Plain bearings are generally used for the crankshaft, cam ring, camshaft, connecting rods, and the accessory drive shaft bearings. Such bearings are usually subjected to radial loads only, although some have been designed to take thrust loads.

Plain bearings are usually made of nonferrous (having no iron) metals, such as silver, bronze, aluminum, and various alloys of copper, tin, or lead. Master rod or crankpin bearings in some engines are thin shells of steel, plated with silver on both the inside and the outside surfaces and with lead-tin plated over the silver on the inside surface only. Smaller bearings, such as those used to support various shafts in the accessory section, are called bushings. Porous Oilite bushings are widely used in this instance. They are impregnated with oil so that the heat of friction brings the oil to the bearing surface during engine operation.

Ball Bearings A ball bearing assembly consists of grooved inner and outer races, one or more sets of balls, in bearings designed for disassembly, and a bearing retainer. They are used for shaft bearings and rocker arm bearings in some reciprocating engines. Special deep-groove ball bearings are used to transmit propeller thrust and radial loads to the engine nose section of radial engines. Since this type of bearing can accept both radial and thrust loads, it is used in gas turbine engines to support one end of a shaft (radial loads) and to keep the shaft from moving axially (thrust loads). Roller Bearings Roller bearings are made in many types and shapes, but the two types generally used in the aircraft engine are the straight roller and the tapered roller bearings. Straight roller bearings are used where the bearing is subjected to radial loads only.

In tapered roller bearings, the inner- and outer-race bearing surfaces are cone-shaped. Such bearings withstand both radial and thrust loads. Straight roller bearings are used in high power reciprocating aircraft engines for the crankshaft main bearings. They are also used in gas turbine applications where radial loads are high. Generally, a rotating shaft in a gas turbine engine is supported by a deep-groove ball bearing 1-23 Plain Roller Ball (radial and thrust loads) on one end and a straight roller bearing (radial loads only) on the other end.

Propeller Reduction Gearing

The increased brake horsepower delivered by a high horsepower engine results partly from increased crankshaft rpm. It is therefore necessary to provide reduction gears to limit the propeller rotation speed to a value at which efficient operation is obtained. Whenever the speed of the blade tips approaches the speed of sound, the efficiency of the propeller decreases rapidly. Reduction gearing for engines allows the engine to operate at a higher rpm, developing more power while slowing down the propeller rpm. This prevents the propeller efficiency from decreasing. Since reduction gearing must withstand extremely high stresses, the gears are machined from steel forgings. Many types of reduction gearing systems are in use. The three types most commonly used are spur planetary, bevel planetary, and spur and pinion. [Figure 1-34] The spur planetary reduction gearing consists of a large driving gear or sun gear splined (and sometimes shrunk) to the crankshaft, a large stationary gear, called a bell gear, and a set of small spur planetary pinion gears mounted on a carrier ring. The ring is fastened to the propeller shaft and the planetary gears mesh with both the sun gear and the stationary bell or ring gear. The stationary gear is bolted or splined to the front section housing. When the engine is operating, the sun gear rotates. Because the planetary gears are meshed with this ring, they also must rotate. Since they also mesh with the stationary gear, they walk or roll around it as they rotate, and the ring in which they are mounted rotates the propeller shaft in the same direction as the crankshaft but at a reduced speed.

In some engines, the bell gear is mounted on the propeller shaft, and the planetary pinion gear cage is held stationary. The sun gear is splined to the crankshaft and acts as a driving gear. In such an arrangement, the propeller travels at a reduced speed but in opposite direction to the crankshaft. In the bevel planetary reduction gearing system, the driving gear is machined with beveled external teeth and is attached to the crankshaft. A set of mating bevel pinion gears is mounted in a cage attached to the end of the propeller shaft. The pinion gears are driven by the drive gear and walk around the stationary gear, which is bolted or splined to the front section housing. The thrust of the bevel pinion gears is absorbed by a thrust ball bearing of special design. The drive and the fixed gears are generally supported by heavy-duty ball bearings.

This type of planetary reduction assembly is more compact than the other one described and, therefore, can be used where a smaller propeller gear step-down is desired. In the case of gas turbine turboprop engines, more than one stage of reduction gearing is used due to the high output speeds of the engine. Several types of lower powered engines can use the spur and pinion reduction gear arrangement. Propeller Shafts Propeller shafts may be of three major types: tapered, splined, or flanged. Tapered shafts are identified by taper numbers. Splined and flanged shafts are identified by SAE numbers.

The propeller shaft of most low power output engines is forged as part of the crankshaft. It is tapered, and a milled slot is provided so that the propeller hub can be keyed to the shaft. The keyway and key index of the propeller are in relation to the No. 1 cylinder top dead center. The end of the shaft is threaded to receive the propeller retaining nut. Tapered propeller shafts are common on older and smaller engines. The propeller shaft of high-output radial engines is generally 1-24 Spur planetary Bevel planetary Spur and pinion Pinion Driven gear Bell gear Sun gear Drive gear Crank shaft splined. It is threaded on one end for a propeller hub nut.

The thrust bearing, which absorbs propeller thrust, is located around the shaft and transmits the thrust to the nose section housing. The shaft is threaded for attaching the thrust-bearing retaining nut. On the portion protruding from the housing (between the two sets of threads), splines are located to receive the splined propeller hub. The shaft is generally machined from a steel-alloy forging throughout its length. The propeller shaft may be connected by reduction gearing to the engine crankshaft, but in smaller engines the propeller