DECLARATION

This project submitted to United Tanzania Aeronautic College is partial fulfilment of the requirement of the award of
diploma in aircraft maintenance engineering as by college administration.

Signature

Date

Heri Yahya Haruna.

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DEDICATION

I could’ve never done this project without your faith, support and constant fueling. I thank my parents for raising me
well.

This project would not have been possible without the support of my friends, families and colleagues. The constant
encouragement has done a great job.

Thanks to all Central Aviation Service (CAS) for spending hours teaching me and directing me to the right path.

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ACKNOWLEDGEMENT

I wish to express my gratitude to number of people whose guidance was much appreciated in accomplishment of
this project.

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HERI YAHYA HARUNA,

P.O.BOX 126,

CHALINZE,

TANZANIA,

14TH JULY 2022.

PRINCIPAL,

UNITED TANZANIA AERONAUTICS COLLEGE,

P.O.BOX 126,

CHALINZE,

PWANI.

Dear sir,

RE: PROJECT TRANSMITTING LETTER

I hereby submitting this project to you named; MODIFICATION OF TURBOCHARGED SYSTEM for piston engines on
Cessna 206-207 as a partial fulfilment of the award of a diploma in aircraft maintenance engineering.

This is my original work and hopefully it hasn’t been presented to examination body for the award.

Yours faithfully

…………………………..

HERI.Y. HARUNA

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TABLE OF CONTENT

CHAPTER ONE

1.1 Introduction ………………………………………………………………………………………………………………. 1

1.2 History ………………………………………………………………………………………………………………………...2
1.3 Objective of the project …………………………………………………………………………………………….
1.4

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CHAPTER ONE

1.1 INTRODUCTION
Piston engine aircrafts (reciprocating engines) have a variety of ways to increase the overall engine’s
performance. The most commonly is the TURBO CHARGER SYSTEM.
Turbocharger is a turbine driven forced induction device that increases the engine’s overall performance by
forcing extra air into the combustion chamber. It increases the volumetric efficiency above that value which is
obtained by a natural aspiration engine.
It increases the pressure or density of air supplied to an internal combustion engine. This gives each intake cycle
of the engine more oxygen, burning more fuel and produce more power.

1.2 HISTORY.

The word turbo charger is a derive from the great turbine, which means mixing, also from Latin “turbo” (spinning
top).
The improvement produced by a turbo charger over a naturally aspirated engine is due to the fact that the
compressor can force more air and proportionally more fuel into the combustion chamber than ambient
pressure and for the matter, ram air intakes alone.
Turbocharger were originally known as turbo super charger.
When all forced induction devices were classified as superchargers.
Today the term supercharger is typically applied only to mechanically driven forced induction devices. The key
difference between a supercharger and a turbocharger is that the supercharger is mechanically driven by the
engine, through a belt connected to the crankshaft, whereas a turbocharger is powered by a turbine driven by
the engine’s exhaust gas. Compared with a mechanically driven supercharger, turbocharger tends to be more
efficient but it’s less responsive.

Forced induction dates from the late 19th century when Gottlieb Daimler patented the technique of using a gear
driven pump to force air into an internal combustion engine in 1885.
The 1905 patent by Alfred Buchi, a Swiss engineer working at GebruderSulzer is considered the birth of the
turbocharger. This patent was for compound radial engine with exhaust driven axial flow turbine and
compressor mounted and common shaft.
The first prototype was finished in 1915 with the aim of overcoming the power loss experienced by aircraft
engines due to the decreased density of air at high altitudes.

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Turbochargers were used on several piston engine aircrafts during the World War ii, like the Boeing B-17 flying
fortress in 1938 which used turbocharger produced by General Electric. Other early turbocharged aircraft was
the B-24 liberator, P-38 lightning and P-47 thunderbolt.

The first commercial application of turbocharger, was in 1925 when Alfred Buchi successfully installed
turbochargers on 10-cylinder diesel engines, increasing the power output from 1300Kwt to 1860Kwt. This engine
was used by the German Ministry of transport for two large passenger ships called “the Preussen” and
“Hansestadf Danzing”. The design was licensed to several manufactures and turbochargers began to be used in
marine, railcar and large stationary application.

1.3 OBJECTIVE OF THE PROJECT

 To increase the overall performance of the aircraft’s engine in high altitude cruising.
 Modification on a smaller engine to output more horsepower and torque than they ordinarily would
 To save time since turbo charged engine have more power hence more speed and thus saves time

1.4 OPERATION OF THE SYSTEM

Turbocharger consist of the turbine, the compressor, and the bearing system that supports the turbine
shaft

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a) Turbine
This is responsible for converting the heat and pressure from the exhaust manifold into rotational force.
As the turbine wheel rotates, with the force from exhaust gas, it spins the turbine shaft which in turn
spins the compressor wheel. Often overlooked, turbine wheel selection is critical to a proper operational
turbocharging system.

B) Compressor section

This is the area where incoming(intake) air is compressed pushed into the engine.

This section consists of the compressor wheel which is a centrifugal type of compressor.

Compressor wheel(impeller)

The compressor wheel is used to suck in air, compress it and send it to the engine for better combustion.

Compressor housing
This is what covers the compressor and holds the bearing which connects the compressor wheel and the
turbine wheel. It has a large space for airflow.

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The amount of air that actually goes into the engine’s cylinder, compare with the theoretical amount of
the engine that would maintain the atmospheric pressure is called volumetric efficiency, and the major
use of a turbocharger is to increase the engine’s volumetric efficiency by increasing the density of the
intake gas.

The turbocharger draws air from the atmosphere and compresses it with the help of a centrifugal compressor. This
results in more amount of air entering into the cylinder on each intake stroke.

The turbine housing whose purpose is to guide the exhaust gases into the turbine wheel. The compressor wheel in
the turbo is attached to the turbine with the help of steel shaft and as the turbine turns the compressor wheel, it
draws the high velocity, low pressure air stream and converts into high pressure, low velocity air stream. This
compressed air is pushed into the engine with more quantity of fuel to produce more power.

1.5 SCOPE & LIMITATION

 there are few people with knowledge on turbocharger system
 there were few practical aircrafts with turbo charge system

1.6 METHOD OF DATA COLLECTION

1.6.1 Manuals
Much of the information regarding my project of turbocharger was obtained from Cessna service
parts & manuals

1.6.2 observation
during my field at Central Aviation Services (CAS) I managed to study the actuation system of Cessna
(182, 206, 207) and its associated problems plus ways to solve any snags.

1.6.3 internet

Some of my information regarding turbocharger was obtained from Wikipedia

1.7 METHOD OF DATA ANALYSIS

1.7.1 computers

I used a computer to compile all data to make up this project and also to analyze it to this stage. It
simplified my work.

1.8 METHOD OF DATA PPRESENTATION

Written literature, diagrams and elaborations are ways used in data presentation in this project

1.9 RELEVANT OF THE PROJECTS TO NATIONAL NEEDS

 This project can be used as a teaching aid to junior students offering powerplant
 Turbocharger is operational friendly to both private and commercial piston engine aircraft
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 It’ll lead to companies implementing this idea of turbochargers on their small aircrafts for better
performance

CHAPTER TWO
2.0 LITERATURE REVIEW

A turbo charger is used to increase engine performance, pilots close the waste gate in the exhaust
manifold to increase the exhaust gas going into the turbine

Turbocharger consists of a turbine and a compressor connected together via a shaft. The turbine converts
exhaust hot gases into rotational force, which in turn, it drives the compressor. The compressor sucks in
ambient air, compresses it, causing an increase in pressure and pumps it into the intake manifolds of the
engine thus increasing the amount of air intake and total performance of the engine.

When the pilot increases engine thrust, waste gate will automatically close so that the exhaust gas would
flow into the turbine for maximum turbo performance.

2.1 PRACTICAL EXPERIENCE

I had 3 months of industrial practical at Central Aviation Services (CAS) whereby, I gained enough
experience on turbocharger system through my participation on many engine checks. I worked on many
aircraft engines like Cessna 182, 206 & 207.

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Also had an opportunity to work on a turbocharged aircraft which was modified.

2.2 RESOURCE MATERIAL

Mostly from maintenance manuals of Cessna 206 and 207, books and websites.

2.2.1 Maintenance manuals

These are the books which explain in details every inch of the particular aircraft. For me it was easy because all the
materials I needed from the maintenance manuals of Cessna 206 & 207 were available plus the engineers and
technicians were cooperative with me.

2.2.2 books

I also obtained different materials from text books e.g., Dale Crane-AMT series & Airframe systems &
Jeppesen powerplant text book

2.2.3 websites

I browsed a lot of legit websites in order to get the best knowledge from different companies about
turbocharger

2.3. EXISTING SITUATION

Turbocharger system is presently serviceable in ALL piston engines and produces remarkable
performance. In fact, that its useful, there are problems such as regular maintenance.

2.4 ASSOCIATED PROBLEM

 Damaged blades causing contamination into the engine

 Low power boost caused by leakage of air or blocked cooler restricting air injection

2.5 HOW THE PROBLEM HAS BEEN SOLVED BY OTHERS

 Use the proper synthetic oil recommended by the manufactures

 Install a quality oil filter and change at recommended intervals by the manufactures

2.6 ALTERNATIVE SOLUTION

By using new modification ideas of turbocharger can save weight, and improve engine’s volumetric efficiency
especially at high altitudes.

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2.7. COSTING

ITEMS QUANTITY PRICE ($)

Turbine wheel 1 259.31

Compressor wheel 1 240.00

Turbine gear & compressor gear 1 100.00

Turbine casing 1 425.00

blower casing 1 416.00

TOTAL 6 1,440.91

CHAPTER 3
3.0 INTRODUCTION OF A NEW SYSTEM
One of the most efficient ways to increase the power output of any engine without much increasing of
weight and size is to add a turbo charger system. A turbocharger with two gears at the central of
bearing in the new system is much efficient than the known turbo with drive gear.

The two gears added to the system are attached at the turbine bearing and at the compressor bearing.
The gear attached at the turbine bearing will have a big diameter than the compressor gear.

The turbo charger will also incorporate a variable geometric vane whereby they open to allow more air
when a call for high power is needed and the vanes will shut at low power settings in order to get the
best performance and best fuel per milage.

Hot exhaust gases from the engine drives the turbine wheel. when the turbine wheel rotates, the
turbine gear and bearing also rotates at the same speed. The turbine gear drives the compressor gear
at higher speed since the turbine gear has a bigger diameter than the compressor gear which drives the
compressor wheel. This results to the compressor sucking in ambient air and pumps it into the intake
manifold at increased pressure thus resulting in greater mass of air entering the cylinder on each intake
stroke.

3.1. SYSTEM COMPOSITION

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The new turbocharger system consists of three main parts which are

 Gear wheel
 Turbine section
 Compressor section

3.1.1. Gear wheel

A gear is a machine element in which teeth are cut around cylindrical or cone shaped surface
with equal spacing.

Gears are usually fixed in a set of two or more and they are used to transmit rotation from the axis of
one gear to the axis of another. The teeth of one gear will mesh with teeth from another gear thus
creating a relationship between the rotation of the two-gear axis.

Two gears of different size will make their two-axis spin at a different speed. In case of the new turbo
charger system, we’ll use the SPUR GEAR type. The SPUR GEAR is chosen because its easy to connect
with bearings and works flawlessly with enough lubrication.

3.1.1.1. SPUR GEAR

This is a type of gear that are cylindrical pitch surfaces with teeth line that mesh with another gear of
different sizes for different speed. This type of gear is widely used because it can achieve high accuracy
and work load with relatively easy production process.

3.1.1.2 PARTS OF A GEAR.

There are few parts of a gear, in order for the gears to mesh, the diametral pitch and the pressure
angle needs to be the same

Axis: the axis of revolution of the gear, where the shaft passes through

Teeth: these are jagged faces projecting outwards from the circumference of the gear, used to transmit
rotation to other gears. The number of teeth on gear must be an integer. Gears will only transmit rotation if
their teeth mesh and have the same profile.

Pitch circle: this is the circle that defines the size of the gear. The pitch circle of two meshed gears must be
tangent.

Pitch diameter: this refers to the working diameter of the gear. You can use the pitch diameter to calculate
how far away two gears should be the sum of the two pitch diameters divided by 2 is equal to the distance
between the two axes.

Diametral pitch: the ratio of the number of teeth to the pitch diameter. Two gears must have the same
diametral pitch to mesh

Circular pitch: the distance from a point on one tooth to the same point on the adjacent teeth, measured
along the pitch circle.

Module: this is simply the circular pitch divided by pitch. This value is much easier to handle than the circular
pitch, because it’s a rational number

Pressure angle: this is the angle between the line defining the radius of the pitch circle to the point where
the pitch circle intersects a tooth and to the tangent line to that tooth at that point. Standard pressure
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angles are 14.5, 20 and 25 degrees. The pressure angle affects how the gears contact each other and thus
how the force is distributed along the tooth. The pressure angles must be the same on both gears I order to
mesh.

3.1.1.3 CALCULATING GEAR RATIOS

As mentioned previously, gears can be used to decrease or increase the speed or torque of drive shaft.
In order to drive an output shaft at desired speed, a gear system with a specific gear ratio will be
needed.

The gear ratio system is the ratio between rotational speed of the input shaft to the rational speed of
the output shaft. There are a number of ways to calculate this two-gear system.

The first is via the number of teeth (N) on each gear, to calculate the gear ratio (R) we use the following
equation.

R=N2/N1

Where N2 refer to the number of the teeth to the driven gear and N1 refers to the driving gear.

The image above shows a gear with 16 teeth and another with 32 teeth. The gear with many teeth is
the driver gear, then the ratio is 32:16, which can also be simplified as 2:1, meaning that for every
rotation of the driving gear, the driven rotates once.

The gear ratio can also be used to determine the output torque of the system. Torque is defined as the
tendency of an object to rotate about its axis, basically the turning power of shaft. A shaft with more
toque can turn larger machines. The gear ratio R is also equal to the ratio between the torque of the
output shaft and input shaft.

NAME MATERIAL MODULE NO OF PITCH BORE TEETH HEAT

TEETH DIAMETER DIAMETER FINISH INSENTIENT
(cm) (mm)
Turbine S45c 0.8 20 16 5 Standard Yes
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gear wheel
Compressor S45c 2 10 8 0 Standard Yes
gear wheel

Turbine section; turbine section which consists of turbine wheel and a turbine housing, turbine
convert the exhaust gas into mechanical energy to drive the compressor. The gas which is restricted by
the turbine flow cross section area, results in pressure and temperature drop between the inlet and
outlet. This pressure drop is converted by the turbine into kinetic energy to drive the turbine wheel.

energy transfer from kinetic energy into shaft power takes place in the turbine wheel, which is
designed so that nearly all the kinetic energy is converted by the time gas reaches the wheel outlet.

3.6 TURBINE HOUSING

In the turbine section, the turbine housing receives the most attention due to its part in tuning the
turbo into the engine application. There are many special types of turbine housing, the most common
are divided and open housing. The material used to mode turbine housing is ductile iron.

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The external element of the turbine housing that can be viewed

 The turbine volute

 The turbine foots
 The outlet connection (a slip ring type is known)

The turbine housing from the bearing housing side we can see

 The turbine housing counter

 Bearing housing pilot diameter
 Turbine throat area
 Bearing housing connection which is typical v-band or threaded holes for clap tabs

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This turbine housing is cut perpendicular to the axis of turbine wheel rotation. The turbine wheel and shaft
has been placed into the housing for perspective to help visualize the flow of exhaust gases as they enter
tangent to the turbine wheel. Inducer tip note how the volute progressively has a smaller cross section area.

The progressively small cross section area of the volute tends to create an even pressure all around the
turbine wheel. inducer tip to more effectively drive the turbine while stabilizing it in its dynamic path. The
torque of the turbine forces the remaining exhaust gas energy in the volute to exit the housing.

3.7 THE BEARING SYSTEM

The turbine and compressor are machines supported by a common bearing system. The bearing system has
many considerations that go into its design. It must allow rotational speeds in excess of 100,000 rpm, it must
also withstand shaft motion gyration imparted onto the turbine shaft by the engine’s pulses at or near peak
torque, handle radial and axial or thrust loads, withstand high temperatures and contain enough embed
ability of contaminates to keep the turbo from failing prematurely.

The most common types of bearing systems are the three-piece bronze system that includes two journal
bearings and one thrust bearing. The journal bearing is typical full floating and have specific clearance
between the turbine shaft and bearing inside the diameter, as well as the bearing outside diameter and the
bearing housing bore. The two journal bearings rotate one third of the turbine shaft speed which divide the
speed differential between the relative bearing surface to help minimize internal wear. The three-piece
bronze bearing system dominates the volume of production of new turbo charger.

Ball bearing

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While journal bearings are most widely used in modern turbo chargers, ball bearing are coming onto the
scene. Ball bearings can entirely eliminate the thrust bearing which accounts for approximately 40 percent of
the bearing system drag on the turbos rotor assembly. The ball bearings reduce the viscous drag of
conventional journal bearings and allow the turbo to spool up approximately 15 percent faster than journal
bearings
In the new turbo charger system, gears used to connect the spur gears is ball bearings.

3.8 COMPRESSOR SECTION

Compressor section is the one of the main sections in new turbocharger, because it compresses air
before going into the cylinder. the compressor section has two main parts which are

 Compressor wheel
 Compressor housing

3.9 COMPRESSOR WHEEL

Compressor wheel produced from aluminum because of its low density weighing only one third of the
weight of steel. To create a stronger wheel post production processes are required, which include heat solution
treatments.

A higher potion of new turbo chargers is spinning faster than even before, with higher pressure and as results are
subjected too much higher stresses which are beyond the limits of cast aluminum. Consequently, alternative
materials and manufacturing process are used.

If the compressor material is not strong then it will eventually show signs of fatigue because the blades are exposed
to continuous positive and negative stress cause the rotation of the wheel

Variation in design

In response to the ever-changing operating conditions, there have been significant developments in
compressor wheel design over the years.

Flat back: is the earliest design of compressor wheel and is still used by some manufacturers.

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Super back: this design was introduced due to the increased speeds that turbocharger operates at, which
increase the force on the compressor wheel significantly

Deep super back: an exaggerated design of the super back which strengthens the wheel further by adding
more materials around the highly stressed hub

Deep super back- extended tip: this design promotes greater airflow providing faster boost response at
lower engine speeds. The extended tip design increases the efficiency of compressor wheel at a high boost
level pressure.

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Compressor wheel has several important areas of design consideration

1. Inducer dimeter
2. Tip height or tip width
3. Wheel contour
4. Splitter blade
5. Full blade
6. Back wall
7. Wheel diameter or tip diameter
8. Tip impellor or exducer
9. Nose

This compressor wheel has been cut I half

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1. Typically runs all the way through the wheel, the compressor wheel hub
2. Support the blades and its shape forms the wheel floor
3. Turns the inlet airflow 90 degrees to make it radial type compressor
4. Which strengthen the wheel at its highest point of stress to improve durability.
5. Will have a small fillet to support the stress of compression.

The special compressor which is used to the new turbocharger is super back. Because of increase of speed
and force of compressor wheel

3.10 COMPRESSOR HOUSING (COVER)

Is the part of compressor which used to control airflow from outside up to the engine after being
compressed.

The compressor cover has four areas that can be easily seen from outside.

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1. The volute
2. The discharge
3. Eye or inducer
4. The inlet

From inside view, the following can be viewed.

1. The cover contours

2. Inducer diameter
3. Bearing housing connector
4. The bearing housing pilot diameter
5. The parallel wall diffuser

3.11 DESIGN OF THE SYSTEM

The new system installed in the engines connected to the exhaust manifold and the intake manifold. The new
system consists of two parts

1. Turbine
2. Compressor
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The two parts are inter connected by a system of gears.

The turbine section consists of turbine wheel, turbine housing, turbine gear and turbine bearing. It’s the same as the
compressor section but the difference is at the gear, the turbine gear is bigger than the compressor gear.

3.12 OPERATION OF THE SYSTEM

New turbocharger is small radial fan pump driven by the exhaust gases from the engine. The new turbo
charger has the compressor and turbine on a different shaft since they have different gears. The turbine converts
exhaust gas to rotational force, which is its used to drive the gear attached to the turbine and it also turns the gear
connected to the compressor at a higher speed.

The compressor draws in ambient air and pump it into the intake manifold t increased pressure resulting in greater
mass of air entering the cylinder on each intake stroke.

Because of the pressure in the atmosphere is not more than 1 atm. There will be limit to the pressure difference
across the intake valves and thus amount of airflow entering the combustion chamber. The new turbocharger
increases the amount of ambient air pressure into the intake manifold, the addition of airflow makes it possible to
maintain the combustion chamber pressure and the fuel/air lead even at high engine revolution speed, increasing
the power and torque output of the engine.

3.13 MAINTENANCE OF THE NEW SYSTEM

The main issue with the new turbochargers is inadequate lubrication on it following its schedule with the right oil
and particles in the oil. Due to its high speed of operation will lead to extensive heat and catastrophic failure.

The only maintenance requirement for the new turbo charger is oil, air and oil filter changes at prescribed intervals.

Also, the compressor must be cleaned depending on the quality of the air intake filter, if taken from a dusty
environment then cleaning will be needed more frequently as salt, oil mist and dirt particles can be sucked into the
turbo charger.

Sometimes compressor can be washed by fresh water fed into the compressor under pressure when the engine is
off.

CHAPTER FOUR
4.0 INTRODUCTION

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This project brings forward the utilization of the modern aviation technology that has many
solutions of long-term problems concerning aircrafts engines speed and efficiency.
This study shows that the proposed system is simple to develop and to maintain and that is cheap
since operational and maintenance cost are low.
I recommend that aviation industry should make efforts to hasten the development of more of this
system.

4.1 CONCLUSION
New turbocharger is a simple direct mechanical. The system is powered in the old fashion way and
have minimal to non-problems.
This work is and attempt to design and fabricate new turbocharger design for piston engines. New
turbo charger offers to decrease operating costs and increase overall power of the engine.

4.2 RECOMMENDATION
I recommend Central Aviation Service (CAS) to consider this new improvised technology as a
solution to most problems outlined in this project previous. Also, the management to train their
engineer and technicians on the new system. I farther recommend the company to sign contracts
with manufactures to bring experts and conduct regular training sessions to all employees of CAS.

REFERENCE

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 Dale Crane – dictionary of aeronautical terms, 3rd edition.

 Aviation maintenance technician handbook – power plant vol 1
 Parche turbo: the full history – motor books international
 Miller, jay k. turbo: real-world high-performance systems
 YouTube: Donut garage, insane engineering
 Machinery lubrication published by NORIA. Eugene Matzan; detecting premature bearing
failure

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