Reciprocating Engines Induction Systems-1

Induction Systems
Reciprocating Engines Induction

Systems
05/03/2021 Fuel Metering Systems 1

Introduction
• Reciprocating Engine Induction
Systems
• Carburetor Ice
• Turbine Engine Induction Systems

Contents
• Normally Aspirated Systems
• Induction System Icing
• Supercharged Induction Systems
• Turbocharger Systems
• Turbocharger Control Systems
• Additional Turbocharger Uses
• Turbocompound Systems

Normally Aspirated
Systems
Components
• Air Scoop and
Ducting
1. Air Intake
2. Air Filter
3. Fuel Delivery
System
4. Induction Manifold

Normally Aspirated Systems
• Air Intake or Air
Scoop
1. Direct outside air
1. Carburetor
2. Fuel Injection
System
2. Propeller
Slipstream
1. Convenience
2. Slight pressure rise

The action of a carburetor airscoop is
to supply air to the carburetor, but it
may also
1. cool the engine.
2. increase the pressure of
the incoming air by ram
effect.
0%11%
3. keep fuel lines cool and
prevent vapor lock.
89%

cool the e... increase t... keep fuel ...
• Air Filter
1. Paper Elements
1. Original Equipment
2. AD
2. Brackett Foam Filter
1. Aftermarket
2. Less expensive
3. Major Alteration
1. To the AIRFRAME
GENERALLY
2. Not the engine
4. AD’s as well

When starting an engine equipped with
a carburetor air heater, in what
position should the heater be placed?
1. Neutral.
2. Cold.
8%0%
3. Hot.
92%
Neutral. Cold. Hot.

• Air Filter Servicing

1. Paper Elements
1. Blow out backwards
2. Shake on table
3. Instructions on filter
2. Brackett Foam Filter
1. Cannot be cleaned
2. Proprietary gylcol
3. Replace element
4. Recommended to grease
the edges

• Intake Manifold
1. Duct from fuel metering
device to individual
cylinders
1. Flexible connection on
some
2. May run thru oil pan
− Most Lycoming
− Some Continental
2. Radial Engines
1. May incorporate an impeller
2. Integral to engine

On small aircraft engines, fuel
vaporization may be increased by
1. cooling the air before it
67%
enters the engine.
2. circulating the fuel and air
mixture from the carburetor
through passages in the oil 33%
sump.
3. heating the fuel before it
enters the carburetor. 0%
.
a.
i..
...
nd
e
it
or
a
e
ef
or
el
b
ef
fu
el
rb
he
fu
ai
gt
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he
tin
t
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a
ul
lin
ati
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cir
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co
Induction System Icing
• Type of ice (based on where it
forms)
1. Fuel vaporization
2. Throttle ice
3. Impact ice
• Types of ice (based on how it
forms)
1. Clear ice
2. Rime ice
3. Glime ice

• Fuel vaporization
1. Often called carburetor ice
2. Result of temperature drop that
occurs when fuel is vaporized
3. Can cause a drop of 40° or more
4. Optimum conditions:
• OAT is 30° - 40° F.
• Relative humidity 60% or higher

What part of an aircraft in flight will
begin to accumulate ice before any
other?
1. Carburetor.
2. Propeller spinner or dome.
3. Wing leading edge.
25%
0%
75%

Carburetor... Propeller ... Wing leadi...
• Throttle ice
1. Formed on rear side of throttle valve
2. Partially closed position
3. May cause throttle to lock in position
4. Optimum conditions:
• Low power setting
• OAT is 30° - 40° F.
• Relative humidity 60% or higher

• Means of dealing with ice:
• Heat - de-ice, removes ice after it
has formed.
• Alcohol spray – anti-ice, prevents
ice formation.

• Problems associated with carb
ice:
1. Applying carb heat when there is
no icing:
• Decreased power.
• Richer mixture.
• Can lead to detonation.
• Unfiltered air.

The use of carburetor air heater when
it is not needed causes
a. a very lean mixture.
b. excessive increase in
manifold pressure.
c. a decrease in power and 0% 8%
possibly detonation.
92%
a very lean mixtu... excessive increas... a decrease in po

A carburetor air pre-heater is not
generally used on takeoff unless
absolutely necessary because of the
a. loss of power and possible 92%

detonation.
b. possibility of induction system
overboost.
c. inability of the engine to
supply enough heat to make a 8%
significant difference. 0%
..
.
...
ib
t..
ss
on
e
po
gin
cti
nd
en
u
nd
a
he
i
er
of
ft
w
yo
ty
po
i li
ilit
of
ib
ab
ss
ss

po
lo
in
• Ice detection:
• Fixed pitch propeller:
• Decrease in RPM.
• Rough running engine.
• Eventual engine failure.
• Constant speed propeller:
• Decrease in MAP (RPM constant).
• Rough running engine.
• Eventual engine failure.

• Application of carb heat with ice:
• Fixed pitch propeller –
1. RPM decrease,
2. Richer mixture,
3. Followed by RPM increase and smoother
running engine as ice melts.
• Constant speed propeller
1. MAP decrease,
2. Richer mixture,
3. Followed by MAP increase and smoother
running engine as ice melts.
The application of carburetor heat will
have which of the following effects?
a. The manifold pressure will be
increased. 92%
b. The mixture will become leaner.

c. The mixture will become richer.
8%
0%
i..
..
...
e.
w
m
re
co
co
su
be
be
es
ill
pr
ill
w
w
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e
ur
if o
ur
ixt
an
ixt
m
m
m
e
e
e
Th
Th
Th
Carburetor icing is most severe at
a. air temperatures between 30

and 40 degree F. 92%
b. low engine temperatures.
c. high altitudes.
8%
0%
.

es
.
s.
e.
ud
re
tw
tu
tit
be
ra
al
pe
s
h
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hi
tu
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ra
ne
pe
gi
m
en
te
w
air

lo
• Impact ice
1. Formed by visible moisture striking the
aircraft then freezing.
2. Causes air flow restriction
3. Pilot action
• Carbureted engines – pull carb. heat
• Fuel injected engines – alternate air door
− May be automatic
− May be manual

Where would a carburetor air heater
be located in a fuel injection system?
1. At the air intake entrance.

2. None is required.
3. Between the air intake 8% 17%
and the venturi.
75%
At the air... None is re... Between th...

Carburetor icing on an engine
equipped with a constant speed
propeller can be detected by
a. a decrease in manifold
pressure with a constant RPM.
b. an increase in manifold
pressure with a constant RPM. 0%8%
c. a decrease in power output
with no change in manifold
pressure or RPM.
92%
a decrease in man... an increase in ma...

a decrease in pow...
• Ice Detection and Removal
1. Formed by visible moisture
striking the aircraft then
freezing.
2. Causes air flow restriction
3. Pilot action
• Carbureted engines – pull carb.
heat
• Fuel injected engines – alternate
air door
− May be automatic
− May be manual

If carburetor or induction system icing
is not present when carburetor heat is
applied with no change in the throttle
setting, the 100%
1. engine RPM will increase.

2. mixture will become richer.
3. manifold pressure will increase.
0% 0%
.
e.
e.
...
ic h
as
in
re
ill
er
c
w
in
re
co
ill
su
w
be
es
M
i ll
pr
RP
ld
e
ne
ifo
ur
gi
ixt
an
en
m
The application of carburetor heat
during engine operation will
1. decrease the volume of
air in the cylinder.
2. increase the density of air
in the cylinder.
3. decrease the weight of
the fuel/air charge.
50% 50%
0%

decrease t... increase t... decrease t...
Supercharger
• Engine driven air pump
• Gear driven impeller at
about ten times crankshaft
speed
• Fuel- air mixture
compressed and directed
to the cylinders through
intake pipes
• Increases manifold
pressure

Supercharged Induction
Systems
• Engine Driven Air
Pump
• Increases Manifold
Pressure
• Driven by the
Crankshaft
• Single Stage Single
Speed or Two Speed

Power Recovery Turbine
(PRT)
• Turbocharger coupled
to engine crankshaft
for power recovery
• No connection to the
induction system
• Can recover several
hundred horsepower
• Found only on Wright
R-3350 series.

Turbocharge vs. Supercharger
• https://video.search.yahoo.com/yhs/search;_ylt=A0LEVjzQ
NYZX.zsAcboPxQt.?
p=aircraft+turbocharger&fr=yhs-adk-adk_sbnt&fr2=piv-we
b&hspart=adk&hsimp=yhs-adk_sbnt&type=appfocus5_ma
_ff#id=193&vid=255814be59480d9288d9713d4bd51479&a
ction=view
• https://www.youtube.com/watch?v=DqWKNuTppmU

Turbocharger Systems
• Aftermarket
• Lycoming
• Continental

Turbocharger Control
Systems
• All use Exhaust
Gas
• Controlled by
Wasegate
• Fixed
• Manual
• Automatic

Introduction
• Turbocharger History.
• Turbocharging Basics.
• What Really Happens.
• What Can go Wrong.
• Maintenance Tips.
• Troubleshooting
Strategy.

Turbocharger Overview
• Perplexing maintenance problem.
• Critical description of symptoms
from pilot.
• Automatic design tends to
compensate for and conceal
problems with the engine and
turbo-system.

• Perplexing maintenance problem.
• Seldom reproducible on the ground.
• Often occur only at high altitudes.
• Sometimes erratic or intermittent.

• Critical description of
symptoms from pilot
• Pilot doesn’t understand
what mechanic needs to
know to accurately
diagnose problem
correctly.
• Little cockpit
instrumentation
Turbocharger History
• A Powerful Idea
• 1st Exhaust-driven turbocharger was
developed by Dr. Alfred Buchi, Chief
Engineer of Sulzer Brothers Research
Department in Switzerland.
• G.E. under Dr. Sanford Moss, developed a

turbochargerFuel
05/03/2021 that allowed
Metering a LaPere biplane40to
Systems
reach a then altitude record of 33,113’.
• Momentum Builds
• 1924: France’s military was equipped with 2
squadrons of turbocharged aircraft.
• Based on designs of French engineer Auguste
Rateau.
• Called “engine booster”.
• 1925: Turbocharged diesel engine-powered
ships (Germany).
• 1928: Turbocharged stationary diesel
(England), turbocharged submarine (Russian
w/ Swiss-built turbo), and turbo diesel power
plant in China (Japanese built).
• Momentum Builds
• Turbocharging Takes Off
• World War II
− U.S. turbocharge diesel locomotives.
− Turbocharged military aircraft
– B-17 Flying Fortress
– B-24 Liberator
– B-29 Superfortress
– P-38 Lightning
– P-47 Thunderbolt
• 1940-1945: More turbochargers and
turbocharged engines were built in the U.S.
than had been manufactured until that time.
• Charging Into the Future
• Advantages
• Move heavier loads
• Perform duties faster
• Save money
• Current uses
• Land
• Sea
• Air

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05/03/2021
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Fuel Metering Systems

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craft
Turbocharger Basics
• Turbocharger
• Exhaust gas turbine
wheel mounted on
one end of a shaft
• Centrifugal
compressor
impeller mounted
on the other end.

Turbocharger Basics
• Turbocharger
• 50,000 to 110,000 RPM
• Boost pressure of engine
induction system
• Types
• Turbonormallizing – used
to maintain sea level
pressure 30” Hg.
• Turboboosting – increase
manifold pressure

Turbocharger Basics
• Controls – butterfly
valve
• Manual
• Automatic

Turbocharger Basics
• Automatic Controls
• Hydraulic Wastegate
Actuator
• Pressure Controller(s)
• Density Controller
• Differential Pressure
Controller
• Overboost Control
Valve

Turbocharger Basics
• Wastegate Butterfly
• Spring-loaded open
• Allows exhaust gases to bypass the
turbocharger.
• Safety.
• Engine oil pressure closes
• Causes the wastegate butterfly to close.
• Forces exhaust gas to go thru the
turbocharger.
• The more oil pressure the more the
wastegate closes until about 50 psi the
butterfly is completely closed.

Turbocharger Basics
• Pressure Controller
• Monitors the output of the
turbocharger’s compressor.
• Upper deck pressure (UDP).
• Regulates oil pressure to the wastegate
actuator.
• Holds turbocharger output constant.
• Components
• Poppet valve.
• Forces exhaust gas to go thru the
turbocharger.

Turbocharger Basics
• Operation
• Turbocharger output is less than the set-
point of the controller:
• Aneroid expands.
• Closes the poppet valve.
• Increasing oil pressure in the wastegate
actuator.
• Causes the wastegate to close.
• Causes more exhaust to pass thru the
turbocharger.
• Spins faster.
• Increases compressor output.

Turbocharger Basics
• Operation
• Turbocharger output is greater than the
set-point of the controller:
• Aneroid contracts.
• Opens the poppet valve.
• Decreasing oil pressure in the wastegate
actuator.
• Causes the wastegate to open.
• Lets more exhaust bypass the turbocharger.
• Spins slower.
• Decreases compressor output.

Turbocharger Basics
• Operation
• In either case – equilibrium is quickly
reached whereby the turbocharger
output stays right at the set-point of the
controller and the system remains
stable.
• Types of Controllers:
• Density controller.
• Differential pressure controller.
• Rate of change controller.
• Ratio Controller.
• Variable Absolute Controller.
What Really Happens
• Sea-level Boosted Engine
• Sea-level horsepower is increased.
• Increased power is maintained
until critical altitude is reached –
turbonormallized.

What Really Happens
• Density Controller
• Parallel with Differential-Pressure
Controller.
• Operates to restrain oil only during full-
power operation.
• Senses upper deck pressure.
• Bellows filled with liquid nitrogen.
• As density increases, bellows contracts.
• As density decreases, bellows expands.
• Controls oil return flow from the waste
gate to the engine.

What Really Happens
• Differential-Pressure Controller
• Parallel with Density Controller.
• Operates to restrain oil only during
partial throttle operation.
• Senses upper deck pressure and MAP.
• Provides a 2” Hg. Pressure drop across the
throttle.

What Really Happens
• Change in throttle position – sequence of
events:
1. Pilot moves throttle and establishes a differential
pressure drop across the throttle valve.
2. Differential-Pressure Controller senses the change.
3. Oil flow change establishes new pressure on
Exhaust Bypass Valve.
4. Butterfly (exhaust bypass) valve is repositioned.

What Really Happens
events:
5. Changes amount of exhaust gas flow to the turbine.
6. Changes amount of supercharging – changes air
pressure at the injector entrance.
7. New pressure changes pressure drop across
throttle valve, and equilibrium is established.

What Really Happens
events:
• Net result of these events is called throttle
sensitivity.
• Requires slow throttle movements.
• Time for the system to stabilize.
• Concerns:
• Overboost occurs when MAP exceeds the limits at
which the engine was tested and certified.
• Overshoot occurs when automatic controls are
unable to respond quickly enough to check the
inertial of the turbocharger speed increase with
rapid throttle advance.
What Can go Wrong
• Induction leaks.
• Exhaust leaks.
• Internal engine problems.
• Wastegate problems.
• Controller problems.
• Turbocharger problems.

Maintenance Tips
• Establish turbo cool-down
procedures.
• Pre-oil and post-oil engine.
• Thorough inspections.
• Better Instrumentation.
• Develop better training (&
communication programs):
• Pilots.
• Mechanics.
Maintenance Tips
• Establish turbo cool-down
procedures
• Minimum engine PRM from outer
marker inbound.
• Slow full field length taxi.
• Low engine RPM for taxi.
• Minimum 2-5 minute cool-down period.

Maintenance Tips
• Pre-oil and post-oil engine
• STC Oilamatic Pre-oiler
• www.oilamatic.com
• “Field Approval – pre-luber
• www.enginelube.com
• Better fuel flow.
• GAMI Injectors
• www.gami.com
Maintenance Tips
• Compression and spark plug
check for low cylinder.
• Induction system:
• Visual inspection.
• Pressurize induction system and use
soapy water to search for leaks.

Maintenance Tips
• Exhaust system:
• Visual inspection.
• Pressurize exhaust system and use
soapy water to search for leaks.
• Lubricating seal-less exhaust slip
joints:
− Any time they are removed.
− Suspected of binding.
− Each annual inspection

Maintenance Tips
• Turbocharger:
• Check for signs of FOD.
• Oil in the compressor or turbine.
• Excessive center section play.
• Turbine blade scrape.
• Soak oil seal at annual inspection to
minimize coking.

Maintenance Tips
• Wastegate actuator:
• Responsible for 80% of the manifold pressure-
related problems with today's turbocharger
aircraft engines.
• Thoroughly lubricate with Mouse Milk
penetrating oil
− Every 50 hours.
− At any time the manifold pressure seems
sluggish.

Maintenance Tips
• Wastegate actuator:
• Connect variable regulated shop air to oil
inlet port of the wastegate actuator.
• Exercise the actuator by repeatedly
varying the air pressure between 0 and 50
psi.
− Check for sticky operations.
− If sticky try overnight penetrant soak.
− If that doesn’t free it up have wastegate
overhauled.

Maintenance Tips
• Oil lines:
• Remove oil line from the controller
and blow shop air thru the poppet
valve to dislodge any sludge.
• Remove the air reference line and
inspect for any sign of fluid
contamination.
Maintenance Tips
• Controller:
• Try exchanging the controllers to
see if problem moves with the
controller.
− If it does, clean the controller.
− If that doesn’t help, send it out for
overhaul.

Maintenance Tips
• Better Instrumentation.
• JPI:
• www.jpinstruments.com
• Graphic Engine Monitor:
• www.seaerospace.com/insight
• Electronic International:
• www.buy-ei.com

Maintenance Tips
• Develop better training &
communication programs:
• Pilot:
• In-house training.
• Outsourced training.
• Mechanic:
• In-house training.
• Maintenance seminars.
• Factory training.
Troubleshooting
Strategy
• Thorough test flight:
• Document exact symptoms.
• “Critical altitude check”:
• Premature bootstrapping problem.
• Quantify just how serious problem is.
• Note any erratic or abnormal MAP
indications:
• High altitudes only.
• And/or low RPM.
• Note whether MAP at idle is higher than
normal.
Troubleshooting
Strategy
• Specific problems - Bootstrapping:
• "the unstable manifold pressure condition
that occurs when the wastegate closes
under high altitude and low RPM operation".
• In other words, it is the RPM below which the
engine will no longer maintain cruise manifold
pressure at altitude.
• Problem if outside bootstrapping envelope.

Troubleshooting
Strategy
• Causes:
• Air induction system not getting all of its air
from outside the cowling.
− Check transition duct.
− Alternate air door.
• Exhaust leaks

Troubleshooting
Strategy
• To inspect the exhaust system:
• Plug overboard exhaust and wastegate
overboard pipes (when applicable) with
suitable plugs and/or tape.
• Using a compression test adapter, pressurize
a cylinder on the exhaust stroke with shop air.
− The exhaust valve should be open with the
piston at the bottom of its travel.
− Use caution around the propeller while the
exhaust system is pressurized.
Troubleshooting
Strategy
• To inspect the exhaust system:
• Use a soapy water solution to inspect the
entire exhaust system for leaks.
− Weld areas in the turbo “Y” duct area.
− Couplings
− Turbocharger housing.
• Any leakage will be detected by soap bubbles
and is cause for further inspection. Remove all
plugs and tape at the conclusion of the test
procedure.
Troubleshooting
Strategy
• Specific problems – MAP falls off in
climb:
• Typical Causes:
• Intake system leaks.
• Exhaust system leaks.
• Warped wastegate butterfly valve.

Troubleshooting
Strategy
• Specific problems – MAP fluctuations:
• Typical Causes:
• Bad Pressure Controller.
• Malfunctioning Wastegate.
− Outlet port should be capped
− Apply air pressure:
– Begin to close at 17 psi.*
– Fully closed at 41 psi.*
– Start to open at 30 psi.*
– Be fully open at 6 psi.*
*Consult Airesearch Manual for specific value of
the wastegate you are testing.

Troubleshooting
Strategy
• Specific problems – Torque up split:
• Typical Causes:
• If MAP split occurs below 30” Hg. –
mechanical linkages are not properly
rigged.
• If MAP split occurs above 30” Hg. –
problem in in the pressure controller.

Troubleshooting
Strategy
• Call an expert:
• Other mechanics.
• Textron Lycoming Tech Rep.
• Overhaul facility.
• See maintenance tips.

Summary
• Turbochargers: History to
Troubleshooting
• Basics
• Operation
• Maintenance
• Troubleshooting
• Longevity

Where to Get More Information
• Web Sites:
• www.jpinstruments.com
• www.seaerospace.com/insight
• www.buy-ei.com
• www.enginelube.com
• www.oilamatic.com
• www.uaftvc.alaska.edu/programs/amt
• www.aerolearn.com
• www.egarrett.com/supp-history_turbo2.html
• www.ramaircraft.com/Catalog/Maintenancetips/mt5.h
tm
• www.lycoming.textron.com
• www.gamai.com
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Induction Systems

Reciprocating Engines Induction

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Neutral. Cold. Hot.

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• Air Filter Servicing

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a very lean mixtu... excessive increas... a decrease in po

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a. loss of power and possible 92%

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a. air temperatures between 30

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1. At the air intake entrance.

At the air... None is re... Between th...

a decrease in man... an increase in ma...

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1. engine RPM will increase.

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• G.E. under Dr. Sanford Moss, developed a

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