A Piston 2 1 Induction System

Malaysian Institute of Aviation Technology
LOW SD/JUNE 2010 PISTON 2-1 1

INTRODUCTION
 DESIGNED TO SUPPLY AIR TO THE ENGINE
 OUTSIDE AIR PASSES THROUGH AN AIR
INTAKE AND THEN ROUTED TO A
CARBURETOR OR OTHER FUEL METERING
DEVICE.
 ONCE FUEL IS ADDED, THE FUEL/AIR
MIXTURE IS DELIVERED INTO THE
MANIFOLD THEN TO CYLINDERS FOR
COMBUSTION.
PRIMARY PURPOSE OF INDUCTION

SYSTEM IN RECIPROCATING ENGINE
 TO PROVIDE AIR IN SUFFICIENT QUANTITY
TO SUPPORT NORMAL COMBUSTION.
 BROADLY CLASSIFIED AS :
A) NORMALLY ASPIRATED ENGINE.
B) SUPERCHARGED ENGINE.
C) TURBO-CHARGED ENGINE.

NORMALLY ASPIRATED ENGINE

 CONSISTS OF FOUR MAJOR COMPONENTS:
A) AIR INTAKES OR AIR SCOOP.
B) INDUCTION AIR FILTER.
C) FUEL DELIVERY SYSTEM.
D) INDUCTION MANIFOLD SYSTEM.
 ADDITIONAL SUBSYSTEMS;
A) ALTERNATE AIR SOURCE.
B) ICE REMOVAL OR PREVENTION.
C) TEMPERATURE INDICATING SYSTEM.

AIR INTAKE OR AIR SCOOP

 DESIGNED TO DIRECT OUTSIDE AIR INTO A
CARBURETOR OR OTHER FUEL METERING DEVICE.
 LOCATED TO TAKE ADVANTAGE OF RAM AIR
PRESSURE AS MUCH AS POSSIBLE.
 INTAKE OPENING IS USUALLY FOUND IN THE
PROPELLER SLIPSTREAM BECAUSE OF EXTRA
VELOCITY THE PROPELLER IMPARTS TO THE
AIRSTREAMS.
 TAKING ADVANTAGE OF RAM AIR PRESSURE THUS
PRESSURE WITHIN THE INTAKE IS TYPICALLY HIGHER
THAN ANY POINT IN A NORMALLY ASPIRATED
ENGINE.
 BECAUSE OF THIS PRESSURE RISE, A WELL DESIGN
INTAKE SCOOP CAN HAVE SUBSTANTIALS EFFECT ON
AN ENGINE’S POWER OUTPUT.
AIR FILTER
 INSTALLED IN AIR INTAKE DUCTS.
 TO PREVENT DUST, SAND, ABRASIVE MATERIALS OR
OTHER CONTAMINANTS FROM ENTERING THE
ENGINE.
 DUST PARTICLES CAN CAUSE;
 ACCELERATED WEAR ON CYLINDER WALLS.
 PISTON RINGS.
 SILICON FOULING ON SPARK PLUGS.
 CONTAMINATE THE OIL AND CAUSE WEAR ON
BEARINGS AND GEARS.
 DUST ACCUMULATION CAN CLOG AN OIL PASSAGE
AND CAUSE OIL STARVATION.
 IN FUEL METERING DEVICE IT CAN UPSET THE
ABILITY TO PROVIDE PROPER MIXTURE RATIO.
FILTER MAINTENANCE
 PERIODIC REMOVAL, CLEANING OR
REPLACEMENT TO ENSURE PROPER
ENGINE PERFORMANCE.
 TYPES OF FILTERS:
 FLOCK (SCREEN WIRE FILLED WITH
REUSABLE FIBER MATERIAL.)
 FILTER IS CLEANED BY WASHING IN
SAFETY SOLVENT.
 ONCE CLEANED, SOAK IT IN A MIXTURE
OF ENGINE OIL AND PRESERVATIVE OIL.
 ONCE FULLY SATURATED THE FILTER IS
HANG-UP TO ALLOW OIL TO DRAIN.
FILTERS MAINTENANCE CONT.

 PAPER FILTERS SIMILAR TO THAT USED IN
AUTOMOBILE.
 SOME MANUFACTURERS ALLOW IT TO BE CLEAN BY
BLOWING OUT THE DUST IN OPPOSITE DIRECTION.
 SOME PAPER FILTER MAY BE WASHED IN MILD SOAP
AND WATER SOLUTION AND ALLOWED TO DRY.
 POLYURETHANE FOAM FILTERS IS THE MOST EFFECTIVE
TYPE.
 FILTER IMPREGNATED WITH GLYCOL SOLUTION.
 THE GLYCOL SOLUTION MAKES THE FILTER STICKY
SO DUST AND DIRT STICKS TO THE ELEMENT.
 THE FOAM ELEMENT IS REMOVED AND DISCARDED.
 INSTALL A NEW FILTER.
 NOT RECOMMENDED THAT THIS FILTERS BE
CLEANED.
FUEL DELIVERY SYSTEM

 PURPOSE IS TO METER CORRECT AMOUNT
OF FUEL AND AIR ENTERING THE CYLINDERS
UNDER ALL OPERATING CONDITIONS.
 TWO TYPES OF FUEL DELIVERY SYSTEM:
 CARBURETOR :
 FLOAT CARBURETOR.
 PRESSURE CARBURETOR.
 FUEL INJECTION SYSTEM:
 DIRECT FUEL INJECTION.
 CONTINUOUS-FLOW FUEL INJECTION.
 THE DETAIL OF THIS SUBJECT WILL BE
TAUGHT IN FUEL METERING SYSTEM.
INTAKE MANIFOLD
 TO DIRECT FUEL AND AIR MIXTURE FROM FUEL DELIVERY
SYSTEM TO THE CYLINDERS.
 OPPOSED ENGINE.
> INTAKE MANIFOLD IS THE CONNECTING POINT OF ALL
INDIVIDUAL PIPES WHICH DELIVER MIXTURE TO THE
CYLINDERS.
> EACH CYLINDER’S INTAKE PIPE IS BOLTED TO THE
CYLINDER INTAKE PORT WHILE OTHER END IS ATTACHED TO
MANIFOLD BY SHORT SECTION OF SYNTHETIC RUBBER
HOSE OR RUBBER PACKING AND PACKING NUT.
> PERMIT SOME MOVEMENT BETWEEN THE INTAKE PIPE
AND MANIFOLD AS THE CYLINDERS EXPAND AND
CONTRACT.
> IN SOME ENGINE THE INTAKE MANIFOLD GO THROUGH
THE OIL SUMP BEFORE IT GOES TO EACH CYLINDER, THIS IS
TO PROMOTE BETTER FUEL VAPORIZATION.

INTAKE MANIFOLD OF
AN OPPOSED ENGINE
TYPICAL OF MANIFOLD
IN OIL SUMP BOLTED TO
CYLINDER INTAKE HOSE CONNECTION
INTAKE MANIFOLD CONTS.

 RADIAL ENGINE.
> EVEN DISTRIBUTION OF THE FUEL/AIR MIXTURE IS
DIFFICULT TO ACHIEVE.
> TO ENSURE EVEN DISTRIBUTION, IT UTILIZED A
DISTRIBUTION IMPELLER WHICH IS ATTACHED DIRECTLY TO
THE REAR OF THE CRANKSHAFT.
> CENTRIFUGAL FORCE DISTRIBUTES THE MIXTURE TO THE
CYLINDERS.
> IMPELLER OPERATE AT THE SAME SPEED AND DOES NOT
BOOST THE PRESSURE.
> INTAKE MANIFOLD MUST BE GAS TIGHT SEAL TO AVOID AIR
LEAK INTO THE INTAKE MANIFOLD AND LEAN OUT THE
MIXTURE.
> INDUCTION LEAKS ARE MOST NOTICEABLE AT IDLE/LOW
RPM.
RADIAL
ENGINE

INDUCTION SYSTEM ICING

 ICING OCCURS WHEN WATER FREEZE IN INDUCTION
SYSTEM, WILL RESTRICT AIR FLOW TO THE ENGINE,
CAUSES ENGINE ROUGH RUNNING, LOSE OF POWER
OR EVEN ENGINE FAIL IN FLIGHT.
 INDUCTION ICE CAN FORM WHEN AIRCRAFT IS FLYING
THROUGH CLOUD, FOG, RAIN, SNOW, SLEET (rain and
snow or hail falling together), OR EVEN IN CLEAR AIR
WHEN HUMIDITY IS HIGH.
 IT IS VERY IMPORTANT TO UNDERSTAND HOW
INDUCTION ICING FORMS, INDICATION AND HOW TO
PREVENT AND REMOVED.
 INDUCTION ICING IS GENERALLY CLASSIFIED AS;
A) FUEL EVAPORATION ICE.
B) THROTTLE ICE.
C) IMPACT ICE.
FUEL EVAPORATION ICE

 FUEL EVAPORATION ICE ALSO REFERRED TO AS
CARBURETOR ICE.
 CAUSED BY DECREASED OF SURROUNDING AIR
TEMPERATURE WHEN FUEL IS VAPORIZED.
 DROP IN AIR TEMPERATURE OF 30F OR MORE CAUSE THE
MOISTURE IN THE AIR TO CONDENSE AND FREEZE.
 IN FACT, CARBURETOR ICE CAN OCCUR AT AMBIENT AIR
TEMPERATURE UP TO 70F WHEN HUMIDITY IS AS LOW AS
50%.
 OPTIMUM CONDITION FOR CARBURETOR ICE TO EXIST
WHEN OAT IS BETWEEN 30F AND 40F AND HUMIDITY IS
ABOVE 60%.
 IN A FUEL INJECTION SYSTEM, FUEL EVAPORATION ICE IS
NOT A CONCERN BECAUSE FUEL IS INJECTED AND
VAPORIZED AT OR NEAR THE INTAKE PORT OF EACH
CYLINDER, WARM AREA DUE TO COMBUSTION.
THROTTLE ICE
 THROTTLE ICE IS FORMED ON THE REAR SIDE OF THE
THROTTLE (BUTTERFLY VALVE) WHEN IT IS IN A
PARTIALLY CLOSED POSITION.
 AIR FLOWS AROUND THE THROTTLE VALVE, A LOW
PRESSURE AREA IS CREATED ON THE DOWNSTREAM SIDE
OF THE THROTTLE VALVE CAUSE MOISTURE TO
ACCUMULATE AND FREEZE ON THE BACKSIDE OF THE
BUTTERFLY VALVE.
 SINCE THROTTLE ICING OCCURS WHEN BUTTERFLY
VALVE IS PARTIALLY CLOSED, A SMALL AMOUNT OF ICE
CAN CAUSE LOSS OF ENGINE POWER.
 LARGE ACCUMULATION OF ICE CAN CAUSE THE
THROTTLE TO JAM.
 THROTTLE ICE SELDOM OCCURS AT TEMPERATURE
ABOVE 38F.
IMPACT ICE
 CAUSED BY VISIBLE MOISTURE STRIKING
AN A/C AND THEN FREEZING.
 AIR INTAKE AND AIR FILTER ARE THE AREA
MOST SUSCEPTIBLE TO IMPACT ICING.
 CAN ALSO OCCUR AT ANY DENTS,
PROTRUSIONS EXITS AND CHANGE OF
AIRFLOW DIRECTION.
 THIS RESTRICT AIRFLOW CAUSING
AIRFLOW TOTAL BLOCKAGE AND
COMPLETE ENGINE FAILURE.
ICE DETECTION AND REMOVAL

 ICE OCCURRENCE FIRST INDICATION IS
THE DECREASE OF ENGINE POWER AND
CAN BE DETECTED BY OBSERVING THE
FOLLOWING:
 FOR A FIXED PITCH PROPELLER--
DROP IN RPM FOLLOWS BY ENGINE
ROUGHNESS.
 FOR CONSTANT SPEED PROPELLER --
FIRST INDICATION, DECREASE IN
MANIFOLD PRESSURE WITH NO
CHANGE IN ENGINE RPM.

ICE DETECTION AND REMOVAL CONT.

 METHOD OF PREVENTION AND
ELIMINATION OF CARBURETOR ICE.
 CARBURETOR HEAT SYSTEM.
 COLD POSITION.
 HOT POSITION.
 DEICING FLUID SYSTEM.
 ALTERNATE AIR SUPPLY SYSTEM.

CARBURETOR HEAT SYSTEM

 COLD POSITION (A) – FILTERED RAM AIR ENTERING
THE MAIN AIR SCOOP IS DUCTED TO THE
CARBURETOR.
 HEATED AIR IS DUCTED OVERBOARD.
 HOT POSITION (B) – AIR DOOR IS REPOSITIONED TO
ROUTE HOT, UNFILTERED AIR TO CARBURETOR.
 THIS EFFECTIVELY ELIMINATING CARBURETOR ICE.
 HEAT AIR IS UNFILTERED, CHANCES OF DIRT AND
FOREIGN MATERIAL ENTERING THE ENGINE IS HIGH.
 ALWAYS IN COLD POSITION WHEN A/C ON GROUND
AND ENGINE STARTING, ESPECIALLY OPERATING IN
SANDY OR DUSTY LOCATION.
TYPICAL CARBURETOR
AIR BOX

CARBURETOR HEAT SYSTEM CONT.

 IMPROPER OR CARELESS USE OF CARBURETOR
HEAT COULD RESULT IN:
 DAMAGE TO HEAT AIR BOX IF ENGINE
BACKFIRE.
 LOSS POWER, DUE TO HEAT, THAT DECREASE
IN VOLUMETRIC EFFICIENCY.
 HIGH INTAKE AIR TEMPERATURE FROM THE
USE OF CARBURETOR HEAT CAN LEAD TO
DETONATION DURING TAKEOFF AND HIGH
POWER OPERATION.
 IF ENGINE FAIL TO DEVELOP FULL POWER,
POSSIBLE FACTOR IS CONTROL MISRIGGED.
 CHECK RIGGING BEFORE ASSUME OTHER
COMPONENTS AT FAULT.
DEICING FLUID
 SPRAY A DEICING FLUID INTO THE AIR AHEAD OF THE
CARBURETOR.
 ALCOHOL IS COMMONLY USED AS THE DEICING
FLUID.
 SYSTEM CONSISTS OF ALCOHOL RESERVOIR,
ELECTRICAL PUMP, SPRAY NOZZLE AND COCKPIT
CONTROLS.
 ALTERNATE DOOR IS USED WHEN INTAKE IS
BLOCKED BY IMPACT ICE.
 ALTERNATE AIR SUPPLY IS PROVIDED BY A
CARBURETOR AIR BOX FROM AIR INTAKE OR FROM
INSIDE THE COWLING.
 ALTERNATE AIR DOOR IS USED IN FUEL INJECTION
ENGINES, OPERATED EITHER MANUALLY OR
AUTOMATICALLY FROM COCKPIT.
NORMAL CONDITION ALTERNATE AIR

OPERATED CONDITION
TYPICAL ALTERNATE
AIR DOOR
TEMPERATURE INDICATING SYSTEMS

 TO INFORM PILOT THE TEMPERATURE AT THE
CARBURETOR THAT CAN SUPPORT
FORMATION OF ICE.
 TEMPERATURE IS MEASURED AT THE
CARBURETOR ENTRANCE BY A
TEMPERATURE SENSING BULB.
 THIS BULB SENSES THE AIR TEMPERATURE IN
THE CARBURETOR, THEN SENDS A SIGNAL TO
A COCKPIT INSTRUMENT THAT CALIBRATED IN
DEGREES CELCIUS.
 ENGINE OPERATING ABOVE THE
TEMPERATURE LIMITS MAY INCREASES THE
CHANCE OF DETONATION OCCURRING.
IF RED ARC IS
INCOPORATED
IN THE GAUGE,
IT WARNS OF A
POSSIBLE
DETONATION
NOTE
CONDITION
TYPICAL CARBURETOR AIR

TEMPERATURE (CAT) GAUGE
SUPERCHARGED INDUCTION SYSTEMS

 ENGINE POWER OUTPUT DECREASES AS
A/C GAINS IN ALTITUDE DUE TO REDUCED
OXYGEN.
 TO PREVENT THIS LOSS , MORE OXYGEN
MUST BE FORCED INTO AN ENGINE.
 SUPERCHARGER IS FITTED BEHIND THE
CRANKSHAFT AND IS ENGINE DRIVEN.
 IT INCREASES MANIFOLD PRESSURE AND
FORCES THE FUEL/AIR MIXTURE INTO THE
CYLINDERS.
SUPERCHARGED INDUCTION SYSTEMS

 THE HIGHER THE MANIFOLD PRESSURE,
MORE DENSE THE FUEL/AIR MIXTURE.
 IS CAPABLE OF BOOSTING MANIFOLD
PRESSURE ABOVE 30 INS. HG WHILE
PRODUCING A VOLUMETRIC EFFICIENCY IN
EXCESS OF 100%.
 FITTED BETWEEN FUEL METERING DEVICE
AND INTAKE MANIFOLD.
 DRIVEN BY ENGINE’S CRANKSHAFT
THROUGH A GEAR TRAIN AT ONE SPEED,
TWO SPEEDS OR VARIABLE SPEEDS.
SINGLE STAGE, SINGLE SPEED SUPERCHARGER

IT IS KNOWN AS SEA LEVEL SUPERCHARGER
OR GROUND BOOST BLOWER.
SINGLE GEAR-DRIVEN IMPELLER TO
INCREASE POWER PRODUCED BY AN ENGINE
AT ALL ALTITUDES.
DISADVANTAGE IS THE ENGINE POWER
OUTPUT DECREASES WITH INCREASES IN
ALTITUDE.
FOUND ON RADIAL ENGINES AND USE AN AIR
INTAKE THAT FACES FORWARD AND TAKING
FULL ADVANTAGE OF THE RAM AIR.
VS
TYPICAL COMPARING GRAPH

SINGLE STAGE, SINGLE SPEED SUPERCHARGER

 FORWARD FACING INDUCTION SYSTEM TAKING
ADVANTAGE OF RAM AIR
 INTAKE AIR PASSES THROUGH CARBURETOR AND
MIXED WITH METERED FUEL, THEN DUCTED TO
THE SUPERCHARGER/BLOWER IMPELLER THAT
ACCELERATED THE MIXTURE.
 GEAR RATIO IS VARIES FROM 6:1 TO 12:1.
 DUE TO HIGH SPEED, IMPELLER MADE FROM HIGH
GRADE FORGED ALUMINUM ALLOYS.
 MANIFOLD PRESSURE GAUGE IS FITTED AFTER THE
SUPERCHARGER TO DETERMINE THE PRESSURE OF
MIXTURE BEFORE ENTERING THE CYLINDERS AND
ALSO TO INDICATE ENGINE PERFORMANCE.
TYPICAL SINGLE STAGE, SINGLE SPEED

SUPERCHARGER INDUCTION SYSTEM
SINGLE STAGE, 2 SPEEDS

SUPERCHARGER
 FITTED ON LARGE RADIAL ENGINE.
 SINGLE IMPELLER OPERATE AT TWO SPEED.
 LOW SPEED (LOW BLOWER), THE GEAR RATIO IS
8:1 AND HIGH SPEED (HIGH BLOWER) IS STEPPED
UP TO 11:1.
 OIL OPERATED CLUTCH THAT SWITCHES FROM
ONE SPEED TO OTHER BY ACTIVATION LEVER OR
SWITCH IN THE COCKPIT.
 TAKEOFF SUPERCHARGER AT LOW BLOWER AND
ENGINE PERFORMED AS A GROUND BOOSTED
ENGINE.

SINGLE STAGE, 2 SPEEDS

SUPERCHARGER
 REACHES A SPECIFIED ALTITUDE, POWER REDUCE,
SWITCHED TO HIGH BLOWER .
 THEN THROTTLE IS RESET TO DESIRED MANIFOLD
PRESSURE.
 THIS SUPERCHARGER IS CALLED AN ALTITUDE
ENGINE.
 DISADVANTAGE IS USE A LARGE AMOUNT OF
POWER OUTPUT FOR AMOUNT OF POWER
PRODUCE.

TYPICAL PERFORMANCE GRAPH OF A SINGLE

STAGE, TWO SPEED SUPERCHARGER
TURBOCHARGER SYSTEMS
 ALSO KNOWN AS TURBOSUPERCHARGER, IS
TO RECOVERS ENERGY FROM HOT EXHAUST
GASES, TO USEFUL FORCE/WORK WHICH
OTHERWISE BE LOST.
 TO MAINTAIN AN ENGINE’S RATED SEA
LEVEL HORSEPOWER UP TO THE ENGINE’S
CRITICAL ALTITUDE.
 CRITICAL ALTITUDE IS DEFINED AS THE
MAXIMUM ALTITUDE UNDER STANDARD
ATMOSPHERIC CONDITION THAT THE
TURBOCHARGED ENGINE CAN PRODUCE
ITS RATED HORSEPOWER.
TYPICAL OUTPUT GRAPH OF A

TURBOCHARGED ENGINE
TURBOCHARGER SYSTEMS CONT.

 THE TURBOCHARGER IS LOCATED
BETWEEN AIR INTAKE AND FUEL METERING
DEVICE.
 IT COMPRESSES INTAKE AIR AND SEND TO
AIR METERING SECTION, ONCE METERED,
THE AIR IS ROUTED THROUGH INTAKE
MANIFOLD, TO THE CYLINDERS INTAKE
PORTS WHERE IT IS MIXED WITH METERED
FUEL.
 COMPONENTS IS SIMILAR TO NORMALLY
ASPIRATED SYSTEM WITH THE ADDITION
OF TURBOCHARGER AND ITS CONTROLS
TYPICAL TURBOCHARGER
INDUCTION SYSTEM
TURBOCHARGER SYSTEMS Conts.

 THE TURBOCHARGER INDUCTION SYSTEM CONSISTS OF:

COMPRESSOR IMPELLER.

COMPRESSOR HOUSING.

TURBINE ASSEMBLY.

TURBINE HOUSING.

BEARING HOUSING.
 ENGINE OIL IS PUMPED THROUGH BEARING HOUSING TO
COOL AND LUBRICATE THE BEARING AT RATE OF 5
GAL./MIN. TO TAKE AWAY THE HEAT, FOR MAINTAINS
SAFE OPERATING TEMPERATURE.
 SOME TURBOCHARGER HAS ADDITIONAL OIL
SCAVENGER PUMP.
 TURBOCHARGED ENGINES USE INTERCOOLER (HEAT
EXCHANGER) TO COOL COMPRESSED AIR AND LOWER
THE RISK OF DETONATION.

TYPICAL TURBOCHARGER
COMPONENTS
TURBOCHARGER CONTROL SYSTEMS

 TO CONTROL THE AMOUNT OF EXHAUST GASES
PASSES THROUGH THE TURBINE IN ORDER TO
PREVENT EXCESSIVE MANIFOLD PRESSURE OR
OVERBOOSTING.
 AMOUNT OF EXHAUST GASES PASSED THROUGH
TURBOCHARGER’S TURBINE IS CONTROLLED BY
WASTE GATE.
 OPEN POSITION - EXHAUST GASES BYPASS THE
TURBOCHARGER.
 CLOSED POSITION - EXHAUST GASES GO
THROUGH THE TURBOCHARGER TURBINE.
 WASTE GATE CAN BE ADJUSTED EITHER MANUALLY
OR AUTOMATICALLY.
TYPICAL WASTE GATE

OF A TURBOCHARGER
MANUAL CONTROL SYSTEMS

 SIMPLEST FORM OF CONTROL IS BY LINKING ENGINE
THROTTLE VALVE AND THE WASTE GATE VALVE.
 TAKEOFF AT LOW DENSITY ALTITUDE, THROTTLE IS
ADVANCED UNTIL ENGINE DEVELOPS FULL TAKE-
OFF POWER AND WASTE GATE FULLY OPEN.
 A/C GAIN IN ALTITUDE, ENGINE POWER DECREASES,
PILOT TO ADVANCE THROTTLE FORWARD TO PARTLY
CLOSE WASTE GATE.
 AS THE WASTE GATE GRADUALLY CLOSED,
MANIFOLD PRESSURE INCREASES
PROPORTIONALLY AND THE ENGINE PRODUCES ITS
RATED HORSEPOWER.
 WHEN REACHED THE CRITICAL ALTITUDE, THE
THROTTLE FULLY FORWARD AND WASTE GATE WILL
BE FULLY CLOSED.
MANUAL CONTROL SYSTEMS Conts.

 A SECOND TYPE ALLOWS POSITION OF
WASTE GATE BE CONTROL FROM THE
COCKPIT.
 STARTING -- WASTE GATE IN FULLY OPEN,
PRIOR TO TAKEOFF THROTTLE FORWARD
AND WASTE GATE IS SLOWLY CLOSED BY
WASTE GATE CONTROLS UNTIL FULL
POWER IS DEVELOPED.
 ONCE A/C TAKEOFF AND BEGIN CLIMBING,
PILOT MONITOR ENGINE PERFORMANCE
AND CLOSED THE WASTE GATE AS
REQUIRED TO MAINTAIN THE DESIRED
POWER OUTPUT.
MANUAL CONTROL SYSTEMS Conts.

 THIRD TYPE IS BY ADJUSTABLE RESTRICTOR.
 BY TREADED IN OR OUT OF THE EXHAUST PIPE, IT
DETERMINE THE AMOUNT OF GAS IS FORCED TO FLOW
THROUGH AND NO ADJUSTMENT CAN BE MADE FROM
THE COCKPIT.
 ADJUST ENGINE ON GROUND TO ITS RATED
HORSEPOWER UNDER STANDARD CONDITION WITH A
FULL THROTTLE.
 MAXIMUM OBTAINABLE MANIFOLD PRESSURE
DECREASES AS A/C GAINS ALTITUDE AND INDUCTION
IS PROTECTED FROM BEING OVERBOOST.
 ADDITIONAL PROTECTION AGAINST AN OVERBOOST
WHEN TEMPERATURE AND PRESSURE BELOW
STANDARD, RELIEF VALVE IS FITTED.
 OFF-SEAT WHEN PRESSURE RISES TO WITHIN
APPROXIMATELY ONE INCH OF ITS RATED PRESSURE.
TYPICAL TURBOCHARGING SYSTEM WITH

ADJUSTABLE RESTRICTOR
AUTOMATIC CONTROL SYSTEMS

 THIS SYSTEM AUTOMATICALLY POSITION
THE WASTE GATE TO MAINTAINS SELECTED
ENGINE POWER OUTPUT.
 IT CONSISTS OF:
 WASTE GATE ACTUATOR.
 ABSOLUTE PRESSURE CONTROL (APC).
 PRESSURE RATIO CONTROLLER.
 RATE OF CHANGE CONTROLLER.

WASTE GATE ACTUATOR

 WASTE GATE ACTUATOR POSITIONS THE
WASTE GATE.
 WASTE GATE IS HELD OPEN BY SPRING
PRESSURE.
 WASTE GATE IS CLOSED BY OIL
PRESSURE ACTING ON THE PISTON.
 OIL PRESSURE IS SUPPLIED TO THE
ACTUATOR FROM THE ENGINE’S OIL
SYSTEM.
ABSOLUTE PRESSURE CONTROLLER (APC)

 WASTE GATE ACTUATOR IS CONTROLLED BY
AN APC.
 APC CONSISTS OF BELLOW AND VARIABLE
RESTRICTOR VALVE.
 BELLOW SENSES THE UPPER DECK
PRESSURE (ABSOLUTE PRESSURE) BEFORE IT
ENTERS THE FUEL METERING.
 BELLOW EXPANDS AND CONTRACTS, IT
MOVES THE VARIABLE RESTRICTOR VALVE.
 THIS VALVE CONTROL THE AMOUNT OF OIL
FLOWS OUT OF THE WASTE GATE ACTUATOR.
 OIL FLOWS INTO THE WASTE GATE ACTUATOR
THROUGH A CAPILLARY TUBE RESTRICTOR.

APC Conts.
 WHEN ENGINE NOT RUNNING:
 NO OIL PRESSURE IN THE ACTUATOR.
 SPRING HELD THE WASTE GATE OPEN.
 BELLOW HELD VALVE IN CLOSED
POSITION.
 ENGINE STARTED:
 OIL FLOWS INTO ACTUATOR (THROUGH
RESTRICTOR) & APC.
 SINCE THE VALVE IN CLOSED POSITION,
THE OIL PRESSURE BUILD-UP AND
OVERCOME THE SPRING PRESSURE.
APC Conts.
 AS PRESSURE BUILDS-UP, THE GATE BEGAN
TO CLOSE AND DIRECT SOME OF THE
EXHAUST GAS TO THE TURBOCHARGER.
 THIS PROCESS CONTINUES UNTIL UPPER
DECK PRESSURE COMPRESS BELLOW AND
OPEN THE VALVE, AND RETURN OIL BACK TO
ENGINE.
 OIL FLOWS OUT FASTER THAN IT FLOWS IN.
 OIL PRESSURE DECREASE RAPIDLY WITHIN
THE ACTUATOR AND ALLOW SPRING TO OPEN
THE GATE.

VARIABLE
RESTRICTOR VALVE
TYPICAL ENGINE USES A WASTE GATE

ACTUATOR CONTROLLED BY APC

APC conts.
 AT TAKEOFF POWER, EXHAUST GASES
INCREASE IT’S FLOWS THROUGH THE
TURBOCHARGER AND INCREASE THE UPPER
DECK PRESSURE.
 WHEN THE UPPER DECK PRESSURE INCREASES
TO APPROX. 1 IN. ABOVE THE DESIRED
MANIFOLD PRESS. THE APC BELLOW CONTRACT
AND RESTRICTOR VALVE OPEN.
 WHEN RESTRICTOR VALVE OPEN, OIL FLOW OUT
AND REDUCE THE PRESSURE.
 REASON TO OPEN APPROX. 1 IN. ABOVE MAX.
MANIFOLD PRESSURE IS TO ACCOUNT FOR
PRESSURE DROP ACROSS THE THROTTLE BODY.
APC Conts.
 AS A/C CLIMBS:
 AIR LESS DENSE.
 UPPER DECK PRESSURE DROP.
 BELLOW EXPANDS, RESTRICTOR VALVE CLOSES.
 RESTRICTS OIL FLOW OUT OF ACTUATOR.
 OIL PRESSURE INCREASES AND CLOSES THE WASTE
GATE.
 INCREASES THE TURBOCHARGER’S SPEED.
 WASTE GATE WILL FULLY CLOSED AT CRITICAL
ALTITUDE.
 ABOVE CRITICAL ALTITUDE MANIFOLD PRESSURE
WILL DROP.
 VAPC (VARIABLE ABSOLUTE PRESSURE CONTROLLER)
FUNCTION IS SIMILAR TO APC EXCEPT IT IS CONTROL
BY A CAM ACTUATED BY THROTTLE CONTROL.

PRESSURE RATIO CONTROLLER

 PURPOSE:-
 TO MONITOR BOTH AMBIENT AND UPPER DECK
PRESSURE AND MAINTAIN MAXIMUM RATED
MANIFOLD PRESSURE AT MAX. ALTITUDE.
 PREVENT TURBOCHARGER FROM BOOSTING THE
UPPER DECK PRESSURE HIGHER THAN 2.2 TIMES
THE ATMOSPHERIC PRESSURE.
 IT IS FITTED PARALLEL TO APC & CONSISTS OF
BELLOWS THAT POSITION A VARIABLE RESTRICTOR
VALVE.
 ONE SIDE SUBJECTED TO UPPER DECK PRESSURE.
 THE OTHER SIDE IS SUBJECTED TO ATMOSPHERE
PRESSURE.
NOTE
TYPICAL TURBOCHARGER SYSTEM

WITH A PRESSURE RATIO CONTROLLER
PRC Cont.
 RESTRICTOR VALVE.
 WHENEVER UPPER DECK PRESSURE IS
HIGHER THAN 2.2 TIMES THAN
ATMOSPHERIC PRESSURE, THE
RESTRICTOR VALVE WILL OPEN.
 BLEEDS THE OIL FROM ACTUATOR TO
THE ENGINE TO REDUCES PRESSURE
 THEN SPRING PRESSURE WILL OPEN THE
WASTE GATE.
 PRESSURE RELIEF VALVE AS BACKUP IS
FITTED TO RELIEF UPPER DECK PRESSURE
WHEN IT EXCEEDS MAX. RATED PRESSURE
BY 1 TO 1.5 INCHES.
RATE OF CHANGE CONTROLLER

PURPOSE – TO PREVENT UPPER DECK
PRESSURE FROM INCREASING TOO
RAPIDLY DURING OPENING OF THROTTLE.
DURING NORMAL OPERATION THE ROCC
REMAIN SEATED.
FITTED PARALLEL WITH APC AND PRC.
WHEN THROTTLE IS OPEN RAPIDLY THE
UPPER DECK PRESSURE WILL INCREASE
IMMEDIATELY.
THE ROCC OPENS AND ALLOWS OIL FROM
ACTUATOR FLOW BACK TO ENGINE, SPRING
PRESSURE WILL OPEN THE WASTE GATE.
ROCC IS SET BETWEEN 2” AND 6.5”/s.
SEA LEVEL BOOSTED ENGINES

 USES TURBOCHARGER TO MAINTAINS SEA
LEVEL MANIFOLD PRESSURE UP TO CRITICAL
ALTITUDE PRESSURE AND DOES NOT BOOST
MANIFOLD PRESSURE.
 THIS SYSTEM IS AUTOMATICALLY
CONTROLLED, BUT DIFFERS FROM OTHER
AUTOMATIC CONTROL SYSTEM.
 MAIN COMPONENTS:
 EXHAUST BYPASS VALVE ASSEMBLY.
 DENSITY CONTROLLER.
 DIFFERENTIAL PRESSURE CONTROLLER.
EXHAUST BYPASS VALVE ASSEMBLY

 FUNCTION SIMILAR TO WASTE GATE
ACTUATOR.
 INCREASE ENGINE OIL PRESSURE
OVERCOME SPRING PRESSURE, MOVES
WASTE GATE TO CLOSE & DIRECT
EXHAUST GAS TO DRIVE TURBOCHARGER.
 WHEN OIL PRESSURE DECREASE, SPRING
TENSION OPENS THE WASTE GATE VALVE.
 AMOUNT OF OIL PRESSURE REGULATED
BY DENSITY CONTROLLER AND
DIFFERENTIAL PRESSURE CONTROLLER.
TYPICAL SEA LEVEL

BOOSTED ENGINES

DENSITY CONTROLLER
 REGULATE THE BLEED OIL FLOW FROM THE EXHAUST
BYPASS VALVE ASSEMBLY ONLY DURING FULL
THROTTLE OPERATION.
 DENSITY CONTROLLER UTILIZES A NITROGEN FILLED
BELLOWS THAT SENSES THE DENSITY OF THE UPPER
DECK AIR.
 BELLOWS RIGID HOUSING EXTENDS INTO THE UPPER
DECK AIRSTREAMS.
 IF THE DENSITY OF THE UPPER DECK AIR IS TOO LOW
FOR ENGINE TO PRODUCE FULL POWER, THE DENSITY
CONTROLLER WILL EXPAND AND POSITION METERING
VALVE TO STOP OIL FLOW BACK TO ENGINE
 ON THE OTHER HAND, BELLOW WILL CONTRACT AND
BLEED OIL BACK TO ENGINE.
TYPICAL SEA LEVEL

BOOSTED ENGINES

DIFFERENTIAL PRESSURE CONTROLLER

 TO MONITOR THE PRESSURE DIFFERENTIAL OR DROP
ACROSS THROTTLE BODY DURING PART THROTTLE
OPERATION.
 CONSIST OF A DIAPHRAGM THAT CONTROLS THE
POSITION OF AN OIL METERING VALVE.
 DIAPHRAGM IS EXPOSE TO UPPER DECK PRESSURE AND
MANIFOLD PRESSURE.
 DIFFERENTIAL PRESSURE CONTROLLER IS SET BETWEEN 2
TO 4 INCH PRESSURE DROP ACROSS THROTTLE BODY.
 IF DIFFERENTIAL IS EXCEEDED, METERING VALVE WILL
BLEED OIL FROM EXHAUST BYPASS VALVE AND REDUCE
THE DEGREE OF TURBOCHARGING.
 BELOW THE PRESET VALUE, METERING VALVE STOP OIL
FLOW OUT AND FORCE THE WASTE GATE TO CLOSE AND
INCREASE THE DEGREE OF TURBOCHARGING.
TYPICAL SEA LEVEL

BOOSTED ENGINES
DPC Cont
 DIFFERENTIAL PRESSURE CONTROLLER
REDUCES THE DURATION OF A CONDITION
KNOWN AS BOOTSTRAPPING.
 BOOTSTRAPPING DESCRIBES A CONDITION WHEN
A TURBOCHARGER SYSTEM SENSES SMALL
CHANGES IN TEMPERATURE AND RPM AND
CONTINUALLY CHANGES THE TURBOCHARGER
OUTPUT IN AN ATTEMPT TO ESTABLISH
EQUILIBRIUM.
 BOOTSTRAPPING OCCURS DURING PART-
THROTTLE OPERATION AND IS CHARACTERIZED
BY A CONTINUAL DRIFT OR TRANSIENT INCREASE
IN MANIFOLD PRESSURE.
OPERATIONAL CONSIDERATIONS
 TURBOCHARGED ENGINES ARE MORE SENSITIVE TO
THROTTLE MOVEMENTS:
 AVOID RAPID THROTTLE MOVEMENTS.
 IF NOT CONTROLLED, COULD CAUSE OVERBOOST
TO THE INDUCTION SYSTEM.
 IF SEVERE ENOUGH, COULD DAMAGE INTAKE
MANIFOLD OR EVEN PISTONS AND CYLINDERS.
 CAN ALSO CAUSE OVERSHOOT WHERE THE
TURBOCHARGER CAN NOT KEEP UP WITH
THROTTLE MOVEMENT.
 MANIFOLD PRESSURE OVERSHOOTS DESIRED
VALUE REQUIRING OPERATOR TO RETARDS
THROTTLE AS APPROPRIATELY.
 TO AVOID OVERSHOOT , MAKE GRADUAL
THROTTLE MOVEMENTS TO ALLOW
TURBOCHARGER SYSTEM TO FIND A NEW
EQUILIBRIUM.
ADDITIONAL TURBOCHARGER USES

 UPPER DECK PRESSURE IS USE AS REFERENCE TO
REGULATE:
 THE OPERATION OF FUEL DISCHARGE NOZZLE.
 FUEL PUMPS.
 FUEL FLOW GAUGE.
 IT IS ALSO USE AS CABIN PRESSURIZATION.
 TURBOCHARGER AIR USED FOR PRESSURIZATION
MUST BE LIMITED BY PASSING THROUGH A SONIC
VENTURI.
 SONIC VENTURI ACCELERATED AIR TO TRANSONIC
SPEED TO PRODUCE A SHOCK WAVE.
 THIS WILL SLOW THE REMAINING AIR IN THE VENTURI
THEREBY LIMITING THE AMOUNT OF AIR ENTERING
THE CABIN.
TYPICAL ADDITIONAL USES OF TURBOCHARGER

TURBOCOMPOUND SYSTEMS
 ENGINE USES EXHAUST GASES TO DRIVE
TURBINES THAT COUPLED TO THE ENGINE
CRANKSHAFT TO OBTAIN ADDITIONAL
POWER.
 IT IS KNOWN AS POWER RECOVERY
TURBINE SYSTEM (PRT).
 TO RECOVER ENERGY FROM VELOCITY OF
EXHAUST GASES THAT WOULD
OTHERWISE BE LOST AS THE GASES ARE
DUCTED OVERBOARD.

TURBOCOMPOUND SYSTEMS
 CONSIST OF:
A) EXHAUST COLLECTOR NOZZLE.
B) TURBINE WHEELS.
C) FLUID COUPLING.
D) ASSOCIATED GEARING.
 IN A LARGE RADIAL ENGINE, IT CAN
RECOVER UP TO 390 HP. FROM THE
EXHAUST.
 FLUID COUPLING TO PREVENT TORSIONAL
VIBRATION FROM BEING TRANSMITTED TO
THE CRANKSHAFT.
TYPICAL ENGINE WITH A

POWER RECOVERY TURBINE

A Piston 2 1 Induction System

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A Piston 2 1 Induction System

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Malaysian Institute of Aviation Technology

LOW SD/JUNE 2010 PISTON 2-1 1

PRIMARY PURPOSE OF INDUCTION

LOW SD/JUNE 2010 PISTON 2-1 3

NORMALLY ASPIRATED ENGINE

LOW SD/JUNE 2010 PISTON 2-1 4

AIR INTAKE OR AIR SCOOP

FILTERS MAINTENANCE CONT.

FUEL DELIVERY SYSTEM

LOW SD/JUNE 2010 PISTON 2-1 10

INTAKE MANIFOLD CONTS.

LOW SD/JUNE 2010 PISTON 2-1 13

INDUCTION SYSTEM ICING

FUEL EVAPORATION ICE

ICE DETECTION AND REMOVAL

LOW SD/JUNE 2010 PISTON 2-1 18

ICE DETECTION AND REMOVAL CONT.

LOW SD/JUNE 2010 PISTON 2-1 19

CARBURETOR HEAT SYSTEM

LOW SD/JUNE 2010 PISTON 2-1 21

CARBURETOR HEAT SYSTEM CONT.

NORMAL CONDITION ALTERNATE AIR

TEMPERATURE INDICATING SYSTEMS

TYPICAL CARBURETOR AIR

SUPERCHARGED INDUCTION SYSTEMS

SUPERCHARGED INDUCTION SYSTEMS

SINGLE STAGE, SINGLE SPEED SUPERCHARGER

TYPICAL COMPARING GRAPH

LOW SD/JUNE 2010 PISTON 2-1 30

SINGLE STAGE, SINGLE SPEED SUPERCHARGER

TYPICAL SINGLE STAGE, SINGLE SPEED

SINGLE STAGE, 2 SPEEDS

LOW SD/JUNE 2010 PISTON 2-1 33

SINGLE STAGE, 2 SPEEDS

LOW SD/JUNE 2010 PISTON 2-1 34

TYPICAL PERFORMANCE GRAPH OF A SINGLE

TYPICAL OUTPUT GRAPH OF A

TURBOCHARGER SYSTEMS CONT.

TURBOCHARGER SYSTEMS Conts.

LOW SD/JUNE 2010 PISTON 2-1 40

TURBOCHARGER CONTROL SYSTEMS

TYPICAL WASTE GATE

MANUAL CONTROL SYSTEMS

MANUAL CONTROL SYSTEMS Conts.

MANUAL CONTROL SYSTEMS Conts.

TYPICAL TURBOCHARGING SYSTEM WITH

AUTOMATIC CONTROL SYSTEMS

LOW SD/JUNE 2010 PISTON 2-1 48

WASTE GATE ACTUATOR

ABSOLUTE PRESSURE CONTROLLER (APC)

LOW SD/JUNE 2010 PISTON 2-1 50

LOW SD/JUNE 2010 PISTON 2-1 52

TYPICAL ENGINE USES A WASTE GATE

LOW SD/JUNE 2010 PISTON 2-1 53

LOW SD/JUNE 2010 PISTON 2-1 55

PRESSURE RATIO CONTROLLER

TYPICAL TURBOCHARGER SYSTEM

RATE OF CHANGE CONTROLLER

SEA LEVEL BOOSTED ENGINES

EXHAUST BYPASS VALVE ASSEMBLY

TYPICAL SEA LEVEL

LOW SD/JUNE 2010 PISTON 2-1 62

TYPICAL SEA LEVEL