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THE S‐3A VEHICLE is equipped with 2 completely independent hydraulic systems which have been designated as the combined flight control/utility system. These systems are both structurally and hydraulically isolated from each other and are designed and installed in accordance with spec. MIL‐H‐5440 type II (−65° to 275°F temperature range) class 3000 (cutout pressure at pump is 3,100psi).

THE continuing development of aircraft operational concepts has in recent years resulted in the emergence of a variety of flight control functions which are essential to the safety of the aircraft and which moreover have to be performed automatically, the task being either too difficult for the human pilot, or at least so difficult as to command so much of his attention that his ability to carry out other functions is impaired. Among these functions may be instanced automatic landing, autostabilisation of V.T.O.L. aircraft in the hovering flight mode, the autostabilisation of an aircraft in some part of the flight regime in which its own natural stability is negative, and the autopiloting of aircraft operating at extremely low relative altitudes, to avoid collision with the terrain.

Cavitation in piston-ring lubrication is studied as part of the performance of piston-ring assemblies. Cavitation degrades performance in engineering applications and its effect is that it alters the oil film pressure, generated at the converging-diverging wedge of the interface. Studies tried to shed light to the phenomenon of cavitation and compare it with cavities that have been identified in bearings. The paper aims to discuss this issue.

Lubricant formulations were used for parametric study of oil film thickness (OFT) and friction providing the OFT throughout the stroke and LIF for OFT point measurements. Lubricant formulation affects cavitation appearance and behaviour when fully developed.

Cavitation affects the ring load carrying capacity. Different forms of cavitation were identified and their shape and size (length and width) is dictated from reciprocating speed and viscosity of the lubricant. A clear picture is given from both techniques and friction results give quantifiable data in terms of the effect in wear and cavitation, depending on the lubricant properties.

Engine results are limited due to manufacturing difficulties of visualisation windows and oil starvation. Therefore, full stroke length sized windows were not an option and motoring tests were implemented due to materials limitations (adhesive and quartz windows). Lubricant manufacturer has to give data regarding the chemistry of the lubricants.

The contribution of cavitation in piston-ring lubrication OFT, friction measurements and lubricant parameters that try to shed light to the different forms of cavitation. A link between viscosity, cavitation, shear thinning properties, OFT and friction is given.

Investigations are carried out with the aim of improving performance of a diesel engine with the design modification on piston crown to stimulate the uniform combustion by inducing turbulence in the incoming charge.

A stirrer is introduced at the top of the piston so as to inculcate more turbulence to the incoming charge by improving the rate of fuel vaporization. Whirling motion is created in the combustible mixture by providing rotating blades on the cavity/bowl of the reciprocating piston head. By putting a simple link mechanism, the oscillatory motion of connecting rod will rotate the blade by an angle of 60°.

The investigations are carried out with and without swirl piston at 17.5 compression ratio and 200 bar injection pressure by varying injection timings.

Finally, the result shows that by using the modified piston, nearly 3 per cent of efficiency increased and 31 per cent of NOx emissions are reduced compared to that of a normal piston with 80 per cent load at standard injection timing.

The purpose of this paper is to investigate flow behavior of electrorheological (ER) fluid in a closed piston–cylinder system.

A basic study of flow characteristics of ER fluid in a damper model is conducted experimentally and numerically. The electric field is applied between inner wall of the cylinder and outer wall of the piston, and the pressure difference between upper and lower chamber of the cylinder is measured. A numerical prediction of ER fluid flow in the damper model system is performed in order to study the ER fluid flow characteristics. Visualization experiment is also made and used to qualitatively verify the numerical formulation.

The agreement between the numerical predictions and experimental results is encouraging, and the ER fluid flow patterns under different piston aspect ratios, movement speeds and applied electric field strengths are presented. The results show that the piston aspect ratio has much smaller influence on the ER flow pattern than other influencing factors. Increasing piston movement speed or reducing the electric field applied is helpful to reduce the pressure response time period, which is an important indicator showing sensitiveness of the damper. It is also seen that the pressure difference between the upper and lower chamber of the cylinder increases with the electric field strength and the piston movement speed.

First time the detailed investigation into the hydrodynamics behavior in such working models of engineering applications for ER fluid.

The purpose of this paper is to identify the energy losses factors during the hydro-mechanical conversion process at high pressure via a novel reduced order dynamic model.

A novel reduced order dynamic model of the axial piston motor was proposed, which provides an explicit insight to the compression flow losses and the Coulomb friction losses. A fully coupled dynamic model of the piston motor was obtained based on the array bond graph method. And then, a reduced order model was obtained by the composition analysis of flow and torque of the axial piston motor. After that, the energy losses estimation model was presented to predict the energy loss of the piston motor under a wide range of working conditions. The model was verified by comparing the experimental and simulation results.

The simulation result indicates that the flow loss caused by oil compression accounts for 59 per cent of the total flow loss, and the Coulomb friction torque accounts for 40 per cent of the total torque loss under a specific working condition. The compression flow loss and Coulomb friction torque are the major factors that lead to the aggravation of energy loss under extreme working conditions of the piston motor.

At high-pressure condition, the compression flow losses due to fluid compressibility cannot be neglected, and the hydro-mechanical losses in varies friction pairs should involve Coulomb friction losses. Flow and torque loss analytical expression in the model involve the design and control parameters of the piston equipment, which can realize the parameter optimization of the piston equipment for the purpose of energy-saving.

In recent years water hydraulic systems have become of major interest because of the human friendly and environmental safety aspects. The piston pump is one of the most frequently used hydraulic units in recent engineering techniques. In a water hydraulic piston pump, poor lubrication is more likely to happen than in a oil hydraulic one because of differences in properties between water and oil. There are some key problems, such as corrosive wear and erosion, which are briefly investigated in this paper. Many new materials have been developed, which give longer life expectancies in water without corrosion and erosion. Recently, a new type of seawater hydraulic piston pump with better suction characteristics had been developed at Huazhong University of Science and Technology, China. Much of this research has concentrated on new materials, structure and experiments, which are also specially introduced in this paper.

The Westland Lynx helicopter is a particularly fine example of the use of advanced fan technology in modern aircraft applications. The firm of Airscrew Howden have come a long way from their original manufacture of the wooden ‘prop’ but they still continue to play a very essential part in all types of aircraft flying today; this takes the form of sophisticated fan designs to cover a wide variety of special air‐movement requirements that can arise in this sector.

The purpose of this paper is to improve the environment and save energy, friction reduction, lower oil consumption and emissions demand that are the chief objectives of the automotive industry. The piston system is the largest frictional loss source, which accounts for about 40 per cent of the total frictional loss in engine. In this paper, the reciprocating tribometer, which is updated, was used to evaluate the friction and wear performances.

An alternate method is introduced to investigate the effect of reciprocating speed, normal load, oil pump speed and ring sample and oil temperature on friction coefficient with the ring/liner of a typical inline diesel engine. The orthogonal experiment is designed to identify the factors that dominate wear behavior. To understand the correlations between friction coefficients and wear well, different friction coefficient results were compared and explained by oil film build-up and asperity contact theory, such as the friction coefficient over a long period and averaged the friction coefficient over one revolution.

The friction coefficient changes little but fluctuates with a small amplitude in the stable stage. The sudden change of frequency, load and stroke will lead to the oil film rupture. The identification for the factors that dominates the wear loss is ranged as F (ring sample) > , E (oil sample) > , B (stroke) > , D (temperature) > , A (load) > , G (liner) > and C (frequency).

This paper develops and verifies a methodology capable of mimicking the real engine behavior at boundary and mixed lubrication regimes which can minimize frictional losses, wear, reduce much work for the experiment and reduce the cost. The originality of the work is well qualified, as very few papers on a similar analysis have been published, such as: The friction coefficient values fluctuating in the whole stage may be caused by the vibration of the system; suddenly, boundary alternation may help the oil film to form the lubrication; and weight loss mainly comes from the contribution of the friction coefficient value fluctuation. The paper also found that the statistics can gain more information from less experiment time based on a design of experiment.

Fuel anti‐icing additive in a new container designed for easier and more economical use in smaller piston and turbine aircraft has been introduced by PPG Industries.