Mechanical Aspiration

The process of mechanically increasing the

manifold pressure of an engine in order to
maintain and/or increase horsepower.

Compressed Air

Ambient Air
 Problems of Altitude

Air density and pressure decrease

1/2 as much air at 20,000 feet as at sea level
Less oxygen
NOTE: Temperature and exhaust back pressure
are decreasing but this is not enough to offset the
decline in density and pressure
 Theory
More fuel and air at a higher pressure can produce
more horsepower within an engine
A naturally aspirated engine can only burn as
much fuel as it has air to mix with
Mechanical aspiration increases the density of the
air in the induction manifold so that more fuel can
be added
Mechanical aspiration increases the pressure in the
combustion chamber to increase power
The increases in power are limited by the strength,
temperature, and lubrication limits in the engine
1000

Ground boost supercharger

Naturally aspirated

0
 Theory
The performance number of the fuel also limits the
amount of boost that can occur (detonation)
50 InHg is considered a high boost in modern
engines (approx. 20 above atmospheric)
 Supercharging and Turbocharging

Supercharging is boosting MAP above 30 InHg,

regardless of altitude or method of driving the
compressor
Superchargers may be internal or external and
may be driven by gears or the exhaust stream
Internal - compresses fuel and air
External - compresses air only
 Fuel and Air

Air Only
 Supercharging and Turbocharging

Turbocharging is using the exhaust stream to drive

a compressor with MAP at or below 30 InHg.
This is normally for altitude compensation only
Turbosupercharging is the use of the exhaust
stream to drive a compressor to increase MAP
above 30 InHg
Normalizers are gear driven compressors that
compensate for altitude (below 30 InHg)
Ground-boosting is the use of a supercharger to
increase take-off horsepower
 Increasing Horsepower

The supercharger increases horsepower by

increasing the weight/density of the mixture and
by increasing compression pressures
The supercharger also consumes some horsepower
in order to boost total horsepower output
 The Compressor

The compressor receives air near atmospheric

density and pressure and increases both across its
vanes
Centrifugal flow compressors are the most
common in modern systems
The compressor impeller is turned by a shaft
attached to the turbine
The faster the compressor impeller turns, the more
boost that is available to the engine
Compressor

Turbine and
shaft
 Turbine
The exhaust flow from the engine is directed over
the blades of the turbine to provide the force to
turn the shaft and compressor
Leaks in the exhaust system before the turbine will
decrease performance
Combustion deposits may form on the turbine and
reduce efficiency
Turbine speed is controlled to change the amount
of boost available
 Lycoming Turbocharging
Overview:
This system is used to maintain sea level
performance as altitude increases. It does not
boost above 30 InHg and uses the exhaust to
drive the compressor (turbocharger)
 Waste Gate and Exhaust Bypass Valve

The waste gate is used to control the flow of

exhaust gases through the turbine of a
turbocharger
The exhaust may flow entirely through the turbine
or some may bypass to the tailpipe
The exhaust bypass valve moves the waste gate by
pushing or pulling on an actuating arm
The arm is attached to the waste gate inside the
exhaust pipe. Spring tension holds the waste gate
open until oil pressure begins to close it.
 Waste Gate and Exhaust Bypass Valve

As the waste gate closes, more exhaust is routed to

the turbine
As the waste gate opens, more exhaust exits the
tailpipe
The more exhaust that is routed to the turbine, the
faster it spins, and the more boost that is available
Oil pressure controls the position of the waste gate
by pushing on a piston and opposing spring
pressure inside the exhaust bypass valve
Each controller senses critical parameters and
adjusts oil pressure accordingly
 Density Controller
This controller reacts or senses the temperature
and pressure of the air between the compressor
and the throttle plate
The air after the compressor and before the
throttle plate is called deck pressure
The air after the throttle plate is still manifold
pressure (MAP)
A bellows in the density controller expands and
contracts in response to pressure changes.
The bellows is attached to a valve that controls oil
pressure
Varying oil pressure controls the waste gate
 Density Controller
As air pressure in the deck drops, the bellows
expands and restricts the oil from returning to the
sump.
Oil pressure rises, pushes on the piston in the
exhaust bypass valve and moves the waste gate
closer to closed. This routes exhaust to the turbine
to increase boost
Dry nitrogen is used inside the bellows to allow it
to sense temperature
Boost is increased on days that are hot and the air
is less dense
 Differential Pressure Controller

Used to reduce the amount of boost during partial

throttle operation
Used in addition to the density controller as the
density controller only works at full throttle
Senses the difference between deck and MAP and
adjusts oil flow in the system
A diaphragm with deck on one side and MAP on
the other is attached to a oil control poppet valve
A 2 InHg differential is maintained between the
deck and the MAP (across the throttle plate)
 Differential Pressure Controller
As MAP drops, as in idle operation, the deck
pressure is still high. The controller opens an oil
passage to relieve oil pressure and reduce boost
 Variable Pressure Controller
This controller is used instead of the density
controller and differential pressure controller
The primary difference is a direct connection of
the throttle to the controller
Oil pressure is still varied to control the system
The throttle cable rotates a cam within the
controller that varies the spring tension on the oil
poppet valve
The higher the throttle position, the higher the
pressure must be around the controller bellows
(deck) to unseat the valve and relieve oil pressure
Set the throttle and the controller regulates boost
Continental Turbosupercharging
 Continental Turbosupercharging
This system is designed to allow the pilot to select
any desired power output at any time. This
includes boosting at sea level and altitude
compensation
Three controllers and an actuator control the
turbosupercharger output to the engine
The fuel air control unit of the GTSIO-520
contains both the supercharger controller and the
fuel injector assembly (engine in lab)
An inter-cooler is used to cool the induction air
after it is compressed to prevent detonation
An inter-cooler is an air to air heat exchanger
Continental Turbosupercharging
 Continental Turbosupercharging
All controllers vary the oil pressure to the exhaust
bypass valve (waste gate actuator)
 Absolute - Pressure Controller
This acts as a relief valve for the deck pressure
At a preset maximum deck pressure, this
controller bypasses oil to the sump and reduces
boost
 Rate - of - Change Controller
This controller limits the rate of boost to 6.4
InHg/sec.
Excess boost rates will cause the system to
overshoot the selected boost level (momentum)
 Pressure - Ratio Controller
This controller reduces boost at high altitudes to
prevent detonation
The controller limits deck pressure to 2.2 times
ambient pressure
 Variable Absolute Pressure Controller
This is the controller that Continental uses to
combine all of the previously discussed controllers
into one unit
Same principles as Lycoming Variable Pressure
Controller (throttle position is a mechanical input)
 MAP Relief Valve
This is a safety valve used in some Continental
systems to relieve MAP at a preset maximum
pressure by venting deck pressure
END