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AIRFLOW
SYSTEM
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INDUCTION AND AIRFLOW
SYSTEM
Purpose – to provide air in sufficient
quantity to support normal combustion
Classification :-
1) Normally aspirated engine
2) Supercharger engine
3) Turbocharger engine
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NORMALLY ASPIRATED ENGINE
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NORMALLY ASPIRATED ENGINE
1. Air intake (air scoop)
- Purpose ~ to direct as much as possible ram
air pressure into carburetor or other fuel
metering devices.
- It is usually found in the propeller slipstream
because of the extra velocity the propeller
imparts to the airstreams
- Pressure within air intake is higher than any
other point in a normally aspirated engine.
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NORMALLY ASPIRATED ENGINE
1. Air intake (air scoop)
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NORMALLY ASPIRATED ENGINE
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NORMALLY ASPIRATED ENGINE
2. Air Filter
- Purpose ~ to prevent any dust, sand, abrasive
materials or other contaminants from entering the
cylinder.
- Filter maintenance
a) Periodic removal, cleaning or replacement of
filter elements is necessary to ensure proper engine
performance.
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NORMALLY ASPIRATED ENGINE
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NORMALLY ASPIRATED ENGINE
b) Three type of filters;
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NORMALLY ASPIRATED ENGINE
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NORMALLY ASPIRATED ENGINE
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NORMALLY ASPIRATED ENGINE
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NORMALLY ASPIRATED ENGINE
(III) Polyurethane foam filter
~ the most effective filter due to the glycol
solution which impregnated to the foam,
makes filter sticky.
~ the foam element is to be replaced with
new one, NEVER CLEAN THE FOAM.
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NORMALLY ASPIRATED ENGINE
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NORMALLY ASPIRATED ENGINE
Fuel Delivery System
- Purpose ~ to meter the
correct amount of fuel/
air mixture enters the
cylinder under all
operating conditions.
- Two types of fuel
delivery system:
(I) carburetor
(II) fuel injection
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NORMALLY ASPIRATED ENGINE
Intake/induction Manifold
- Purpose ~ to direct fuel and air mixture from fuel
delivery system to each cylinders.
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NORMALLY ASPIRATED ENGINE
- Radial engine ~ even distribution of fuel to each
cylinder is achieved by distribution impeller
attached directly behind the crankshaft. This
impeller does not boost the pressure as it operates
the same crankshaft speed.
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NORMALLY ASPIRATED ENGINE
Induction System Icing
- Icing occurs in induction system will restrict
airflow to the engine, cause engine rough
running, loss power or even quit in flight.
- Classification :-
1. fuel evaporation ice/carburetor ice
2. throttle ice
3. impact ice
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NORMALLY ASPIRATED ENGINE
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NORMALLY ASPIRATED ENGINE
2.Throttle Ice
caused by ~
a) decreased in surrounding air temperature
at rear side of throttle when it partially
closed.
b) low pressure area is created on the
downstream side of the throttle valve.
seldom occurs at temperature above 38°F.
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NORMALLY ASPIRATED ENGINE
3. Impact Ice
- caused by visible moisture striking an
aircraft and then freeze.
- the most prone areas are air intake and air
filter.
- impact icing also may occur at any dents
and protrusions exist in the induction
system.
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NORMALLY ASPIRATED ENGINE
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NORMALLY ASPIRATED ENGINE
Ice Detection and Removal
- ice occurrence can be detected through :-
* Fix-pitch propeller ~ decrease in engine power is
indicate by drop in RPM and engine roughness.
* Constant speed propeller ~ decrease in engine power is
indicate by decrease in manifold pressure without
changing in RPM.
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Heater muff
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carburetor heat box
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NORMALLY ASPIRATED ENGINE
~ improper or careless usage of carburetor heat could
result;
engine backfire
loss power due to decrease in volumetric
efficiency
detonation to high intake air temperature,
especially during take off or high power
operations
~ improper rigging of carburetor heat control could
also result in failure to develop engine full power.
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NORMALLY ASPIRATED ENGINE
2.Spray deicing fluid
~ consist of
reservoir
electric pump
spray nozzle
deicing fluid (alcohol)
cockpit controls (deicing)
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NORMALLY ASPIRATED ENGINE
Temp. Indicating System
- purpose ~ to inform pilot
the existence of carburetor
icing
- temperature sensing bulb is
fitted at the carburetor
entrance to sense the
carburetor air temperature
through Carburetor Air
Temperature (CAT)
calibrated in Centigrade.
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SUPERCHARGER
A. Purpose :-
a) to increase the Manifold Absolute Pressure
(MAP) above atmospheric pressure 30 in Hg to
provide high power output for takeoff
b) to increase the weight of fuel/air mixture
delivered to engine cylinders
c) to increase the compression pressure
d) to sustain maximum power at high altitude
B. Consist of similar components to normally aspirated
system with additional of centrifugal compressor
(supercharger).
C. Location ( fitted between fuel metering device and
intake manifold )
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SUPERCHARGER
D. It is engine driven ( by engine crankshaft)
E. Classified by number of stages :
single stage
two stage
multi stage
F. The disadvantages – Supercharger consume
large amount of engine power output for the
amount of power increase they produce
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SUPERCHARGER
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SUPERCHARGER
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SUPERCHARGER
1. Single Stage, Single Speed Supercharger
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SUPERCHARGER
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SUPERCHARGER
2. Single Stage, Two Speed Supercharger /altitude engine
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TURBOCHARGER
- Purpose ~ to maintain an engine rated sea level horsepower
up to critical altitude.
- Critical altitude is the maximum altitude under standard
atmospheric condition that the turbocharger engine can
produce the rated horsepower.
- The major components are the same as normally aspirated
engine with the additional of a turbocharger and its
associated control.
- The turbocharger is located between air intake and fuel
metering device.
- They compressed the intake air, then send to air metering
section of fuel metering device.
- The compressed air goes through intake manifold into
cylinder.
- The air and fuel is mixed first in the intake port.
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TURBOCHARGER
- The turbocharger consist of :
compressor impeller
compressor housing
turbine assembly
turbine housing
bearing housing
- The rate of oil pumped through the bearing is 5 gal/min and flows
out back to oil sump through bottom of bearing housing.
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TURBOCHARGER
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TURBOCHARGER
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TURBOCHARGER
Turbocharger Control System
- Purpose ~ to control amount of exhaust gases
through the turbocharger in order to prevent
excessive manifold pressure (overboosting)
- Amount of exhaust gas passes through
turbocharger turbine is controlled by waste gate
opening or closing.
- Types : manual control system
automatic control system
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TURBOCHARGER
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TURBOCHARGER
Manual Control System
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Push pull control
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TURBOCHARGER
- When reach critical altitude, the throttle will be
fully advances and waste gate will be closed.
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Adjustable Restrictor
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TURBOCHARGER
Automatic Control System
- It consists of :
a) waste gate actuator
b) absolute pressure controller (APC)
c) pressure ratio controller (PRC)
d) rate-of-change controller (ROCC)
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TURBOCHARGER
a) Waste Gate Actuator
- waste gate actuator positions the waste gate
valve
- waste gate is closed by oil pressure acting on
piston
- oil pressure supplied to the actuator from
engine oil system through capillary tube
restrictor
- waste gate is open by spring pressure
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TURBOCHARGER
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TURBOCHARGER
b) Absolute Pressure Controller
- waste gate is controlled by Absolute Pressure Controller
- consist of : > bellows
> variable restrictor valve
- bellow senses the upper deck pressure
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TURBOCHARGER
- when engine is not running ;
> no oil pressure in the actuator
> springs held the waste gate open
- capillary tube restrictor cause oil to flow out of the actuator faster than
oil flow in
- bellow will expands whenever upper deck pressure is 1 inch above the
desired manifold pressure
- as aircraft climbs :
> air less dense , upper deck pressure drop
> bellow contract , restrictor valve close
> restricts oil flow out of actuator , oil pressure closes the waste gate
> increase turbocharger speed
> waste gate is fully close at critical altitude
> above critical altitude, manifold pressure drop
- variable absolute pressure controller (VAPC) is similar function to
APC, except the restrictor valve of VAPC is controlled by cam
actuated by throttle control
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TURBOCHARGER
c) Pressure Ratio Controller
- purpose :-
~ to monitor both ambient and upper deck
~ prevent turbocharger from boosting the upper deck pressure
higher than 2.2 times the atmospheric pressure
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TURBOCHARGER
d) Rate of Change Controller
- purpose ~ to prevent upper deck pressure from increasing
too rapidly during rapid opening of the throttle
- main components :
a) exhaust bypass valve assembly (EBVA)
b) density controller
c) differential pressure controller
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TURBOCHARGER
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TURBOCHARGER
a) Exhaust Bypass Assembly
- purpose ~ to direct exhaust gas to drive turbine of
turbocharger OR to bypass the turbocharger
- consist of :
~ piston
~ spring
~ waste gate valve
~ mechanical linkage
- engine oil pressure overcomes spring pressure to close the
waste gate
- when oil pressure is released from the exhaust bypass valve
assembly, the spring pressure opens the waste gate valve
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TURBOCHARGER
b) Density Controller
- purpose ~ to regulate the bleed oil flow from exhaust
bypass valve assembly during full throttle operation
- consist of:
> nitrogen filled bellows
> metering valve
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TURBOCHARGER
C) Differential Pressure Controller
- purpose ~ to monitor the pressure differential or drop across throttle body
during part throttle operation
~ reduce the condition of bootstrapping
- consist of ;
> diaphragm – one side expose to upper deck pressure
- other side expose to manifold pressure
> metering valve
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TURBOCHARGER
Additional Turbocharger Uses
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Additional Turbocharger Uses
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TURBOCHARGER
Turbocompound/power recovery turbine
- purpose ~ to recover energy from velocity of exhaust gases that would be
lost as the gases routed overboard
- operation :
~ exhaust collector nozzle directs exhaust gases to drive turbine wheels
~ turbine wheels transmits the drive to engine crankshaft through gears and
fluid coupling
~ fluid coupling is to prevent torsional vibration from being transmitted to
crankshaft
~ power recovery turbine (PRT) could recover energy up to 390 HP from
exhaust gases.
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Turbocompound/power recovery turbine
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Turbocompound/power recovery turbine
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THE END
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