PRINCIPLES AND PURPOSE OF SUPERCHARGING • The source of energy used to turn the compressor is derived from the exhaust

f energy used to turn the compressor is derived from the exhaust gases.

• Naturally Aspirated Engine – Are those engines that is not equipped with a turbo charger or super • Turbocharger mechanical control can be :

charger and depends solely on atmospheric pressure. - Manipulated directly by the operator.

• Critical Altitude - Is the highest altitude at which the power plant is able to produce specified - Manipulated through automatic systems that employ special controllers.
power, rpm, or manifold pressure in a standard atmosphere.
• Some basic items to keep in mind when considering the operation of a turbocharger equipped with
What are the benefits on operating at high altitudes? automatic controller(s) :

- Superior mountain flying 1. Waste gate actuator - The waste gate actuator is spring loaded in a direction that opens the waste
gate to reduce the speed of the compressor.
- Reduced airframe drag
2. The opening and closing of the oil valves .
- More cruise altitude options
3. The RPM of the engine.
- Provide advantages in selecting desirable winds and weather
• On one end of the unit is the turbine. On the other end is the compressor. A common shaft
• Creates an artificial environment for the engine's induction system.
connects the two. A bearing and seal section separate the turbine end from the compressor end.
• Supercharging tricks the engine into thinking that it is operating at a lower altitude
• A turbine nozzle encircles the turbine. This nozzle has a convergent shape. The diffuser receives
INTERNALLY DRIVEN SUPERCHARGERS the output from the compressor and has a divergent shape.

• A major benefit that accrues from driving the supercharger from the crankshaft is rapid response TURBINES
time.
• Its job is to extract heat energy from the exhaust gases and convert that energy into a motive force
• Centrifugal impellers are typically used as the compressor because it provides a high level of that drives the compressor.
compression using a single stage.
• A convergent-shaped nozzle is used to direct the exhaust gases at the turbine.
• The output from the impeller is directed to the diffuser. The diffuser has a divergent shape and is
COMPRESSORS
designed to decelerate the velocity of the discharge air and increase the pressure of the air as it
departs the supercharger and enters the induction system or fuel-metering device. • Directly connected to the turbine is a single-stage, centrifugal type compressor.

TURBOCHARGERS • A centrifugal compressor is used to reduce the weight and space.

• Turbo chargers are composed of three assemblies: WASTE GATE SYSTEM

- Turbine Assembly • Waste gates are special valves that are used to control the flow of exhaust gases through the
turbine section of a turbocharger.
- Compressor Assembly

- Bearing and Lubrication

• Turbocharging is a form of supercharging.

• The waste gate valve can be: LYCOMING TURBO CHARGING SYSTEM

- Hydraulically actuated • Automatic system – An actuator is used to change the position of the waste gate butterfly. The
actuator is positioned by two forces:
- Pneumatically actuated
- Hydraulic pressure
- Electrically actuated
- Spring tension
WASTE GATE SYSTEM
• Includes the: waste gate actuator, density controller, and differential pressure controller.
• When the waste gate is fully closed, the maximum flow of exhaust passes through the turbine.
LYCOMING CONTROLLERS AND RELIEF VALVE
• When the waste gate is fully open, the flow of exhaust is allowed to pass freely into the
atmosphere without passing through the turbine. • Controllers keep a vigilance over certain operating parameters.

• When the waste gate is between the full opened and full closed position, a proportion of the • Controllers have the ability to work independent of each other.
exhaust will flow through the turbine and the remainder will bypass the turbine.
DENSITY CONTROLLER
HYDRAULICALLY ACTUATED WASTE GATE VALV
• This works to maintain the density of the upper deck air delivered to the fuel metering unit.
• These are waste gate actuators that are hydraulically operated.
• Density is determined by the pressure and temperature of the air.
• It opens and closes that waste gate valve depending on how much pressure the engine driven oil
• The density controller contains a pressure sensitive device (Bellows) and a valve.
pump delivers throughout the system.
• The density controller operates during full throttle position.
PNEUMATICALLY ACTUATED WASTE GATE VALVE
DIFFERENTIAL PRESSURE CONTROLLER
• The simplest type of actuating system that uses the air pressure from the compressor section to
open and close the waste gate valve. • It compares the level of upper deck pressure to manifold pressure.
ELECTRICALLY ACTUATED WASTE GATE VALVE • The role of the differential pressure controller is to maintain enough upper deck pressure to
sustain the power demand made by the operator.
• These are modern types of waste gate actuator that uses electric signals to open and close the
waste gate valve. • Normally the differential pressure controller works to maintain an upper deck pressure that is
approximately 2.4"HG greater than manifold pressure.
• FADEC system used in aircraft.
Bootstrapping - Is an undesirable cycle of turbocharging events causing the manifold pressure to drift
LYCOMING TURBO CHARGING SYSTEM
in an attempt to reach a state of equilibrium.
• Manually controlled system - Allows the operator to physically position the waste gate.
ABSOLUTE PRESSURE RELIEF VALVE

• The absolute pressure relief valve is situated between the outlet of the compressor and the inlet to
the fuel metering unit.
• When the upper deck pressure exceeds the rated value of the engine by approximately 2"HG, the Over Boosting - Exceeding the manifold pressure limit.
valve unseats and bleeds upper deck pressure.
Over Shooting - Going beyond the desired manifold pressure.
• The air exiting the absolute pressure relief valve vents harmlessly into the engine compartment.
MANIFOLD PRESSURE RELIEF VALVE
ABSOLUTE PRESSURE CONTROLLER
• The manifold pressure relief valve is a spring-loaded, poppet valve.
• It measures compressor output and works to maintain a certain upper deck pressure (e.g., 36"HG).
• This device is designed to open when the upper deck reaches a predetermined limit to prevent
• An APC consists of a bellows and a variable restrictor valve. The bellows senses the absolute over boosting.
pressure of the air before it enters the fuel metering device.
• The operation of this unit is similar to the absolute pressure relief valve used on certain Lycoming
VARIABLE ABSOLUTE PRESSURE CONTROLLER turbocharging systems.

• Where the APC only senses upper deck pressure, the VAPC also considers the position of the
throttle valve as set by the operator.
ENGINE INSTRUMENTATION
• VAPC vary their upper deck pressure limit based on throttle position.
Instruments used to monitor engine operation of a reciprocating engine powerplant related systems:
• When the throttle position is near idle, the absolute pressure demand from the controller is low.
• Tachometer • Oil Temperature
• When there is a large throttle opening, the VAPC raises the absolute pressure target to an • Manifold Pressure • Fuel Pressure
appropriate magnitude. • Torquemeter • Fuel Flow Meter
• Exhaust Gas Temperature (EGT) • Carburetor Air Temperature Gauge
PRESSURE RATIO CONTROLLER • Cylinder Head Temperature (CHT) • Electrical System
• The pressure ratio controller is designed to limit upper deck at altitude. • Coolant Temperature • Pneumatic System
• Oil Pressure • Hour Meter
• It senses ambient nacelle pressure (pressure of the atmosphere at a certain

altitude) and upper deck pressure. By sensing ambient nacelle pressure, then controller knows how TYPICAL INSTRUMENT MARKINGS
much barometric pressure is provided by Nature.
The following are typical examples of power plant instrument markings:
• The purpose of a pressure-ratio controller is to monitor both the ambient and upper deck
pressures and prevent the turbocharger from boosting the upper deck pressure higher than 2.2 • A red line indicates a minimum or maximum limit.
times the ambient pressure. • A red arc denotes a dangerous operational range.
RATE OF CHANGE CONTROLLER • A yellow arc is used to define a precautionary range.
• A rate-of-change controller prevents the upper deck pressure from increasing too rapidly. • An intermediate blank arc is frequently used to connect the top of an arc to a red line.
• The rate of change controller is designed to minimize the risk of over boosting and over shooting. • A blue arc indicates a special range of operation.

• A green arc is used to indicate a normal or desirable operating range.

• A white line extending from the glass onto the bezel of the instrument is used to indicate glass CYLINDER HEAD TEMPERATURE
slippage, when used.
• Cylinder head temperatures (CHT) are measured by thermocouples placed under spark plugs or in
TACHOMETER special wells located in the heads of the cylinders.

• The tachometer, as used on a reciprocating power plant, provides the speed of the crankshaft in • The drawbacks that CHT systems have in comparison to EGT systems are that they are very slow in
revolutions per minute. showing fresh changes in combustion temperatures

• Some tachometers have a multi- tiered arc that limits the maximum continuous rpm based on COOLANT TEMPERATURE
altitude.
• Aircraft equipped with engine that are liquid cooled have temperature gauges to show the
MANIFOLD PRESSURE GAUGE temperature of the coolant.

• The manifold pressure gauge measures the manifold absolute pressure (MAP) in the induction OIL PRESSURE GAUGE

system downstream of the throttle valve and upstream of the intake valves. • The oil pressure gauge measures the fluid pressure on the outlet side of the oil pump.

• The numbers on the blue arc refer to altitudes. Multiply the number by 1,000 and the blue arc • It indicates regulated oil pressure when regulators are incorporated.
reveals the maximum MAP for those altitudes.
FIREWALL
TORQUEMETER
• The firewall is usually the foremost bulkhead of the engine nacelle and differs from most other
• The torquemeter measures actual engine output.
aircraft bulkheads in that it is constructed of stainless steel or some other fire-resistant material.
• Torquemeters are commonly installed on aircraft that are equipped with large radial engines.
• Items passing through the firewall in addition to engine-related controls include fuel line(s),
Turboprop and turboshaft equipped aircraft also use torquemeters.
instrumentation lines and wires, cabin heat and defroster hot air supply, nose wheel steering
EXHAUST GAS TEMPERATURE linkages, nose wheel retraction and extension mechanisms, and similar items.

• An exhaust gas temperature (EGT) indicating system measures the temperature of exhaust COWLING

gases.m Functions of the engine cowling :

Typical systems sample the temperature at one • The cowling provides an aerodynamic function.

of the following locations: • The cowling plays a major role in engine cooling.

- Exhaust stack • The cowling is often responsible to ensure the engine compartment has the correct pneumatic
pressures.
- Exhaust manifold
ENGINE MOUNTS
- Tailpipe
Engine mounts may be broken into two components:
• Peak EGT is the point where aircraft will be consuming the right mixture with regards to
• The airframe portion
the right temperature.
• The engine portion.

The airframe portion - Runs from the firewall to the engine attachment point. LIFTING POINTS

The engine potion – Is where the engine is attached and is normally accomplished using rubber • The lifting point is where the technicians would place the lifting mechanism to determine which
components. way the engine will tip when unbolted from the engine mounts.

• Over years of service, the rubber members deteriorate. Similarly, protracted exposure to oil, Engine hoist - Is a common repair tool used in repair shops to remove or install engines in small and
solvents, fuel, and other chemicals may accelerate the deterioration of the rubber engine mounts. crowded engine compartment.

HOSES AND TUBING Prior to hoisting an engine, the technician must perform a series of operations to prepare the engine
for removal such as :
• Hoses are used with the fuel system as well as the hydraulic and pneumatic systems.
• Preparing a stand or location where the removed engine will be placed
• Engine instrumentation systems frequently employ flexible hoses.
• Disconnect the battery
Flexible hoses – Is used because of the relative motion between the engine and airframe when the
engine is operating. • Disconnect all electrical wiring

Rigid tubing - Is used to connect two components that do not have relative motion with each other. • The aircraft should be grounded and chocked

CONTROL CABLES AND PUSH-PULL RODS • An adequate fire fighting equipment should be at hand

• A number of control cables and push- pull rods are used to connect the various engine systems to • The fuel supply valve is turned to the OFF position before disconnecting fuel lines
the cabin.
• Ensure that the ignition system is disabled
The list of controls include:
• Remove all the spark plug leads and one spark plug from each cylinder
• Throttle
DRAINS
• Mixture
• Engine drains vary from one style to another. Aside from the oil drain, the engine installation may
• Carburetor heat include a series of drains such as :

• Cabin heat - One drain may be from the induction system.

• Nose wheel steering links - Seal drains from fuel and hydraulic pumps may be used.

• Push-pull rods are employed where cables are ill- suited for the task. - A drain may run from the manifold valve or flow divider of an injected engine.

Braided cables - Only have strength in the pulling direction. Pushing a braided cable has very limited - Such drains will normally protrude from the cowling.

applications. To use a braided cable in an application where it can push and pull heavy loads, a - If the battery is mounted on the firewall a drain from the battery box may be present.
closed circuit is needed, as used with flight controls. For applications where strength is needed in
both the push and pull directions push-pull rods are ideal.
Oil drain hardware is available in two general designs : PRESTART INSPECTION

• Solid plug – These may either be pipe threaded or they may have straight thread. • The purpose of the prestart inspection is to spot problems with the aircraft prior to running the
power plant.
• Quick drain – This type of plug are threaded into a hole and have a valve that may be opened by
pressing and sometime pressing and twisting. • A general engine prestart checklist is provided.

WIRING LOOMS AND CONNECTORS The following items should be checked before operating the engine :

• Wires found in the engine compartment include the ground wire to the engine, the starter cable, 1. Check the oil level.
wires to the alternator/generator and regulator, and magneto P-leads.
2. Check the security of the controls and travel limits.
• If the cowling contains a landing light, the associated wires are included in the wiring bundle.
A. Throttle
• It is very important to accurately label the wires and produce a layout diagram to assist in the re-
B. Mixture
installation process.
C. Propeller, if used
ACOUSTIC PANELS AND INSULATION
D. Carburetor Heat or Alternate Air Source
• To reduce sound levels within the cabin of the airplane acoustical panels are installed.
3. Check the air inlet for obstructions.
• Insulation is added in some cases to reduce the level of engine compartment heat transmitted
through the firewall. 4. Check the propeller for security of installation and damage.
• The installation of acoustical panels and insulation is made in such a fashion to 5. Check the engine mounts for security of installation and cracks
accommodate all the controls, hoses, and wires that pass through the firewall. 6. Check for any disconnected wiring or plumbing.
• SoundEx is a premium aircraft soundproofing /insulation that incorporates excellent vibration 7. Check magnetos and P-leads.
damping and noise absorption properties. 8. Check for loose spark plug wires.
PROCEDURES FOR STARTING AND GROUND RUN-UP 9. Clean any excess oil and fuel spills.
The engine testing operation is divided into four tasks : 10. Clear the engine and run up area of tools, towels, and other unnecessary items.
• The prestart inspection 11. The engine must be pointed into the wind, to the extent possible
• Engine priming and starting 12. Ground power units (GPUs), when needed, will be properly positioned and operated.
• After start operation and testing 13. When necessary, a fireguard will be on hand.
• the post-testing evaluation of the engine’s performance. 14. The operator must be familiar with the controls and instruments and operation procedures.

15. Clear the area prior to starting.

 FLOODED ENGINE STARTING PROCEDURES

ENGINE PRIMING • A flooded engine is a breeding ground for induction fires because the manifold contains an excess
amount of fuel. Also, tailpipe fires are likely to occur. This is due to the collection of gasoline that
• If the aircraft engine is equipped with a carburetor, the preparatory phase of the procedure will call
accumulates in the exhaust system during engine cranking.
for engine priming.
• If circumstances permit, the operator should let the engine stand for a period of several minutes to
• A typical start of a cold engine will involve around three pumps of the primer.
allow excess fuel the opportunity to drain from the manifold.
• Priming an engine with a fuel injection system normally involves the use of the fuel-metering unit.
1. Throttle - FULL OPEN
Two procedures of priming an engine with fuel injection :
2. Mixture - IDLE CUTOFF
- Cycling the Boost Pump Method
3. Propeller (if controllable) - FULL INCREASE RPM
- Cycling the Mixture Control Method
4. Master Switch – ON
• In the first list of steps, the boost pump is cycled ON and OFF. The second procedure cycles the
5. Fuel shutoff – ON
mixture control valve from idle cutoff (ICO) to FULL RICH and back to ICO.
6. Boost pump – OFF
NORMAL ENGINE START
7. "Clear Prop" – announce
A normal start for a carburetor engine following the priming process :
8. Magnetos – ON
1. Fuel Valve – ON or desired tank selected
9. Starter – ENGAGED
2. Throttle - Cracked (pull all the way to idle an open a slight amount)
10. After start, Mixture - FULL RICH
3. Mixture Control – FULL RICH
11. Throttle - Adjust warm-up speed 1,000 rpm
4. Propeller (if controllable) – FULL INCREASE RPM or LOW PITCH
12. Check oil psi
5. Master Switch – ON
• The following procedure is provided for instances when the need for engine operation is very much
6. Magnetos – ON (as required)
needed.
7. “Clear Prop” – announce
VAPOR LOCK
8. Starter – ENGAGED
• One undesirable characteristic of fuel injected aircraft power plants is vapor locking of the fuel
9. After Start – adjust engine rpm to approximately 1,000 system.

10. Check oil pressure • Vapor lock is a problem caused by liquid fuel changing state to gas while still in the fuel delivery
system.

• Vapor lock often occurs as a result of heat in the engine compartment following engine shut down.
VAPOR LOCK REMOVAL OF A CONTINENTAL INJECTED POWERPLANT

1. Throttle - FULL OPEN (to activate High Boost operation in some models)

2. Mixture - IDLE CUTOFF

3. Propeller (if controllable) - FULL INCREASE RPM

4. Master Switch – ON

5. Fuel shutoff – ON

6. Boost Pump - ON 30 seconds, then OFF (select HIGH-BOOST if available

7. Perform Normal or Flooded Engine Start as dictated by condition

AFTER START OPERATION AND TESTING

• Technicians should use a checklist during the testing of the power plant.

• Having a written record of the test results will prove useful in determining the airworthiness of the
engine and in performing subsequent troubleshooting measures to systems that are not performing
according to manufacturer’s recommendations

ENGINE TESTING, EVALUATING, INTERPRETATION, AND TROUBLESHOOTING

• Actual testing of the power plant begins after the engine starts.

• As always, use the current and appropriate measures when conducting any test to the power plant
and associated systems

• The electric boost pump(s), or auxiliary pumps, should be capable of providing green arc fuel
pressure without the engine-driven fuel pump.

• To check the electric boost pump's pressure capability, the technician must turn on the fuel
selector and/or shut-off valve, place the engine controls in their proper positions, switch the master
switch on, and operate the boost pump.

• While observing the fuel pressure or flow gauge, the technician should witness the fuel pressure
climb into the green arc range.

• The reason for checking the boost pump pressure by itself is the ever-present possibility of an in-
flight engine-driven fuel pump failure.