pilot or operator who selects a particular manifold pressure  setting only to find it has changed in a few seconds and must  be reset. Since the automatic controls cannot respond rapidly  enough to abrupt changes in throttle settings to eliminate the  inertia of turbocharger speed changes, overshoot must be  controlled by the operator. This can best be accomplished by  slowly making changes in throttle setting, accompanied by a  few seconds’ wait for the system to reach a new equilibrium.  Such a procedure is effective with turbocharged engines,  regardless of the degree of throttle sensitivity. the exhaust bypass valve. When deck pressure is insufficient,  the controller restricts oil flow thereby increasing oil pressure  at the wastegate actuator. This pressure acts on the piston to  close off the wastegate valve, forcing more exhaust gas pulses  to turn the turbine faster and cause an increase in compressor  output. When deck pressure is too great, the opposite occurs.  The exhaust wastegate fully opens and bypasses some of the  exhaust gases to decrease exhaust flow across the turbine.  An aftercooler is installed in the induction air path between  the compressor stage and the air throttle inlet.  [Figure 3-20] Turbocharger system engines contain many of the same  components mentioned with the previous systems.  [Figure 3-19]  Some systems use special lines and fittings that  are connected to the upper-deck pressure for air reference to  the fuel injection system and in some cases for pressurizing  the magnetos. Basic system operation is similar to other  turbocharger systems with the main differences being in the  controllers. The controller monitors deck pressure by sensing  the output of the compressor. The controller controls the oil  flow through the wastegate actuator, which opens or closes  Most turbochargers are capable of compressing the induction  air to the point at which it can raise the air temperature by a  factor of five. This means that full power takeoff on a 100 °F  day could produce induction air temperatures exiting the  compressor at up to 500 °F. This would exceed the allowable  throttle air inlet temperature on all reciprocating engine  models. Typically, the maximum air throttle inlet temperature  ranges from a low 230 °F to a high of 300 °F. Exceeding  these maximums can place the combustion chambers closer  to detonation. The function of the aftercooler is to cool the  compressed air, which decreases the likelihood of detonation  Turbocharger Controllers and System Descriptions Figure 3-19.  Components of a turbocharger system engine.  3-15 Sump tank Engine oil cooler Induction “Y” Cylinder 5  3  1 Fuel pump Engine intake Alternate air source —pull to open Air filter Compressor Turbine Scavenge pump Actuator One-way check valve To engine  case 6 4 2 Injector nozzle shrouds Engine exhaust Ambient  air intake To engine sump Tank vent Throttle control Wastegate Vent overboard Exhaust bypass Exhaust tailpipe Bellows Throttle  connected variable controller To fuel pressure  gauge vent port Check valve