SUPERCHARGING AND

TURBOCHARGING
HIGH PERFORMANCE AIRCRAFT
ENGINES
POWER MANAGEMENT
The power created by a reciprocating engine is a
product of MAP (manifold absolute pressure)
and rpm.
If rpm remains constant and MP is increased,
power output will be increased.
If MP remains constant and rpm is increased,
power output will be increased.
FACTORS AFFECTING POWER
Humidity- water vapor in the air takes the place of
oxygen molecules. The molecular weight of water vapor
is less than oxygen; as a result moist air is less dense
than dry air. Less dense air means decreased
performance.
Temperature- temperature affects air density which
affects performance: T, d, P
Mixture- fuel:air ratio
Ambient Pressure- the pressure altitude at the
aerodrome affects air density and performance: p, d,
P
FACTORS AFFECTING POWER
Friction loss- as the air flows through the intake system
it loses pressure due to skin friction and rounding
corners. This factor is based on intake system design.
Altitude- as an aircraft climbs the air becomes less
dense and power decreases as a result. As we climb
the throttle must be opened further to maintain climb
power.
Critical altitude- the altitude where the throttle is fully open
in order to achieve the desired power setting.(normally
aspirated engine)
POWER SETTINGS
The power setting used for cruise flight is a
trade-off between fuel economy, engine
longevity, and speed.
100% power is only used for takeoff and initial
climb. 100% power will only be available under
certain altitude and temperature conditions.
Normal cruise power setting is usually 65%.
RULES TO PROLONG ENGINE LIFE
Always observe manufacturer operating limitations.
Make throttle, propeller rpm, and mixture changes
slowly and smoothly. Abrupt changes put large stresses
on engine components.
Keep rpm high during power changes to avoid high
cylinder pressures and stresses.
Power increase: MPT
Power decrease: TPM

RULES TO PROLONG ENGINE LIFE
Be aware of thermal shock. Avoid large power
reductions. Reduce power in increments.
Manage cowl flaps correctly.
Periodically warm the engine in prolonged power
off descents.
Use full rich mixture when operating at full or
near full power.
RULES TO PROLONG ENGINE LIFE
Be aware of conditions conducive to the
formation of carb ice.
Preheat a cold engine before start. Idle at low
rpm until the oil pressure and temp. is within
operating parameters.
Allow turbocharged engines to idle for a few
minutes before shutdown to allow components to
cool.
GIVE ME MORE AIR
Normally aspirated engine power is limited by
the ambient air density.
By utilizing supercharger or turbocharger
systems we can increase engine power output
through larger range of atmospheric conditions.
This is done by supplying the engine with higher
manifold pressures than normal aspiration.

WHY FLY HIGH?
Get above weather, icing, turbulence, and terrain.
Utilize stronger winds aloft.
Lower traffic density.
Ensure radar coverage for ATC assistance.
Go faster. Aircraft fly faster at altitude given the same
power setting. The thinner air produces less parasite
drag.
Conserve fuel. Aircraft engines require less fuel at
altitude due to the less dense air.



SUPERCHARGERS
Usually compress the fuel/air mixture after it leaves
the carburetor.
A supercharger is driven directly from the engine.
Some of the power created is offset by the power
required to drive the supercharger.
The amount of supercharging done is limited by the
temperatures produced to avoid detonation
problems.
SUPERCHARGERS
Each increase in air/fuel mixture pressure is called a
stage.
Single-stage, two-stage, multi-stage.
Superchargers may also be geared to operate at
variable speeds.
Single-speed, two-speed, variable-speed.
EX: single-stage, two-speed supercharger.
Multi-speed superchargers are used to control
supercharger output at different altitudes. (higher
output for higher altitudes)

SUPERCHARGERS
Superchargers are usually built as an integral part of the
engine.
There most common aviation application is on high powered
radial engines.
The air entering the induction system is controlled by the
throttle valve.
The fuel is mixed with air in the carburetor.
The fuel/air mixture enters the supercharger, where an
impeller (centrifugal compressor) compresses the mixture.
This compressed mixture is fed to the cylinders via the
intake manifold.

SUPERCHARGERS

FUEL/AIR MIXTURE
EXHAUST
GASES


ADVANTAGES/DISADVANTAGES
Advantages:
Improved performance at altitude.
More power for take-off.
Disdvantages:
Power gain is offset by power used by engine to
drive supercharger.
Increased temperature of fuel/air mixture increases
risk of detonation.

TURBOCHARGERS
Turbochargers deliver compressed air to the inlet side of the
carburetor or fuel control unit.
Unlike a supercharger, they are driven by the exhaust gases
produced by the combustion process.
In this way turbochargers harness some of the unused energy
contained in the hot exhaust gases.
A ground boosted turbocharged engine will produce MP on the
ground higher than ambient pressure in order to achieve its rated
power.
A turbo-normalized engine will maintain sea level performance
to higher altitudes.

INTAKE AIR
CARBURETOR
EXHAUST
TURBOCHARGERS
The turbocharger consists of a compressor assembly,
exhaust gas turbine assembly, and a pump and bearing
casing.
The compressor assembly is made up of a housing which
directs air flow and a compressor wheel (impeller).
The exhaust gas turbine assembly is made up of a
housing which directs exhaust gas flow and a turbine wheel.
The center casing contains a housing which directs cooling
oil around the shaft linking the turbine and compressor. The
shaft is suspended by bearings which reduce the heat
created by friction.
TURBOCHARGERS
The impeller/compressor, turbine wheel, and
connecting shaft together are called the rotor.
At no time in the process do the exhaust gases
come into contact with the compressed air.
Turbocharger output is controlled by the
wastegate.


WASTEGATE
The wastegate controls the amount of exhaust
gases directed to the turbine wheel of the
turbocharger.
If the wastegate is open all the exhaust gas is
vented overboard through the exhaust system
bypassing the turbocharger. (zero boost)
As the wastegate is closed, more and more exhaust
gas is directed to the turbocharger until the
wastegate is fully closed. (max. boost)
There are manual and automatic wastegates.
FIXED WASTEGATE
Without a wastegate, the amount of boost that a
turbocharger creates varies with the pressure of the
engine's exhaust. This happens because exhaust
pressure varies with relation to the engine's speed
(measured in RPM's). This implies that as an engine
reaches higher RPM's, increasing amounts of boost will
be created by the turbocharger. The problem with this is
that an engine can only accommodate a given amount
of boost.
With this type of installment the pilot is responsible for
maintaining MP within limits through throttle setting.

MANUAL WASTGATE
A manual wastegate is controlled by the pilot through
linkage and a flight deck control.
On some installations it is possible to overboost the engine
during takeoff if the wastegate is not managed properly.
As the aircraft climbs to its normally aspirated critical
altitude, the pilot begins to close the wastegate through the
climb.
The altitude at which the wastegate is fully closed and MP
pressure can no longer be maintained is the critical
altitude.
During descent the pilot must open the wastegate in
increments to ensure engine operating parameters are not
exceeded.
AUTOMATIC WASTEGATE
Automatically adjusts wastegate position based on
throttle position.
This is achieved through a density controller and a
differential pressure controller.
Engine oil pressure is used to control a wastegate
actuator.
Oil pressure moves the wastegate to the closed
position, while a spring moves it to the open position.
The density controller and differential pressure
controller adjust the amount of oil which is bled away
form the actuator to control wastegate position.
AUTOMATIC WASTEGATE
Deck pressure- pressure between compressor
discharge and the throttle valve.
Manifold pressure- pressure in the intake manifold
downstream from the throttle valve.
Critical altitude- The altitude at which the wastegate is
completely closed, and manifold pressure will start to
drop if the climb is continued. From this point it acts as
a normally aspirated engine.
DENSITY CONTROLLER
The density controllers job is to limit maximum
MP preventing overboost.
It limits deck pressure while the aircraft is below
the turbochargers critical altitude.
If deck pressure becomes too high, the density
controller bleeds more oil from the wastegate
actuator causing the wastegate to open.
DIFFERENTIAL PRESSURE CONTROLLER
The differential pressure controller senses the air
pressures on either side of the throttle plate (deck
pressure/manifold pressure) and acts to maintain an
optimum balance between a low turbocharger workload
and a quick spool-up time.
It controls oil bled from the wastegate actuator to
maintain a pre-set pressure differential of approx.2-3.
This ensures the system will respond quickly and
smoothly to throttle changes. Helps control
bootstrapping.

TURBOCHARGED ENGINE TRAITS
Bootstrapping- any change in engine rpm or temperature will
change the amount of exhaust gas flowing to the turbine. This
will cause an increase or decrease in boost. The resultant
fluctuation of MP is called bootstrapping. It is most pronounced
when the wastegate is fully closed.
Overboost- manifold pressure exceeds the limits of the engine.
Overshoot- a turbocharged engine is more sensitive to throttle
changes than a normally aspirated engine. Smooth throttle
control is needed to avoid MP drift.
Cool down- the rotor of a turbocharger is subject to intense
temperatures due to the high rpm. A cool down period of idle
operation before shutdown is necessary with most installations.

INTERCOOLER
The compression of air by the turbocharger
creates a temperature rise in the induction air
which could result in detonation.
An intercooler cools the induction air after
compression.
The intercooler acts as a air to air heat
exchanger.



TURBO/SUPERCHARGED

PRESSURIZATION
The compressed air form a turbocharger is
commonly used to provide a source of
pressurized cabin air.