1. 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

2. 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

5. 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

6. Ground boost supercharger
1000
Ground boost supercharger
HORSEPOWER
Naturally aspirated
ALTITUDE

7. 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)

8. 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

9. Fuel and Air
Air Only

11. 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

12. 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

13. 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

14. Compressor
Turbine and
shaft

15. 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

16. 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)

18. 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.

20. 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

22. 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

23. 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

25. 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)

26. 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

27. 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

29. Continental Turbosupercharging

30. 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

31. Continental Turbosupercharging

32. Continental Turbosupercharging
All controllers vary the oil pressure to the exhaust bypass valve (waste gate actuator)

33. 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

34. 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)

35. Pressure - Ratio Controller
This controller reduces boost at high altitudes to prevent detonation
The controller limits deck pressure to 2.2 times ambient pressure

36. 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)

37. 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

38. END