RAJAY Turbo Twin Comanche PA-30 Owner's Manual

The tfifboéhargers mdy:be utilized to obtain tske off power at high altitude cirfields. (Observe Take Off monifold pressure limit) Mixture Full Rich. For descent, power is reduced in the reverse saquence as. applying power; decrease manifold pressure by moving the Turbocharger Control toward '"OFF", To Further reduce power, retard the throttle.': Note: Leaner mixture will be required at the higher zltitudes with the turbocbargers inoperative. 1In summary, the-only additional duty the pilot has is to control the manifold préessure by the use of the turbocharger control after reaching the full throttle posi- tion during climbout, . SECTION 1V DETAILED DESCRIPTION . 1. INDUCTION SYSTEM The:ifiauction sygtem iébéffafiged to use the'original enginé throttle anfl:fdelwfilxtu;é controls. The ifiiet air box has been designed to accommodate the compressor discharge air for TURBONORMALIZING without penalizing the naturally asP1ratéd”EakE‘off’poWer. Alternate air is available automaticailybin'the.éVent of normal inlet duct stobpage or m;§ be selected from the cockpit by the original alternate air controls. Alternate air is available only during naturally aspiratéd operhtion. Refer to page // for air flow diagram. As can be observed from the diagram, normql naturally aspiraped power is automatically restored by the opening of the check valve door in th% event the turbocompressor doesn't deliver boost pressure. The safety advantage of this feature is obvious. Another advantageof this inlet check valveis that it avoids the prohibitive throttling pressure drop (with corresponding loss of power) which would occur if all the engine air for npaturally espirated operation is routed through the inoperative compressor., The new filter can assembly is installed in the original filter location for ease of servicing. 2. EXHAUST SYSTEM a. Exhaust Stacks New exhaust stacks are fabricated and installed to accommodate the waste gate, turbine inlet and exhaust ddctifiéfil* """ o b. THe Wééte'Gate The waste gate assembly is shown in the diagram on Page /3 . It is comprised of a housing, valve and control arm. The 4 ‘&, Ca SECTION IV (con't) waste gate assembly is the primary control device for the turbocharger. Control is accomplished by verying positions of ‘-.‘.-'| . the waste gate valve, diverting a controlled amount of exhaust gas through the turbocharger thus compressing engine inlet air i v to the desired pressure. The Turbocharger Turbiné“Dfictihg This is designed in such a manner that right and left hand engine installations are identical. As can be observed from the installation sketch, this is a”very compact arrangement which i R P provides lightweight and reliable exhaust ducting. The turbine discharge duct is "S" shaped and discharges through the existing cowl opening. 'FUEL SYSTEM The fuel system is one of the most critical systems in the power pianf. A clear understanding of operatjon end good maintendnce are necessary to get the very best reliability and petformance, 'Fuei ?umé 'The positive displacement rotary fuel pumps ‘tnstalled on the Turbo Twin Comanche are required for satisfactory Turbbcharger operation, The pressure regulating section of‘thE“énéifié;driven pumps are referenced to turbocompressor discharge pressureto O LT ¢ insure proper fuel pressure programing when the engine is "TURBONORMALI ZED, " ”Fuel Flow Gauge The standard fuel flow gauge wiii:pfovide an indicationof fuel flow in the usual manner when naturally"éébiratéd or "Turbo- _normalized." This'is made poséible by connecting the vent SECTION 1V (con't) section of the fuel flow gauge to turbocompressor boost prassure. - - o o, . R I ST c. Fuel boost pump is standard as installed in the airplene, since ! “ K . no additional performance is required above the standard install- ation, TURBOCHARGER DESCRIPTLON The turbocharger is a 13.0 pound unit of high speed turbine equipment designedby Thompson Ramo Wooldridge Corporation primarily for use "on small, high performance diesel engines. This basic turbocharger design has been modified to be compatible with the aircraft power plant ‘application deéscribed herein. It consists of a precision ‘balanced totating shaft with a Tadial inflow turbine wheel on one and ‘'a ‘centrifugal compressor impeller on ‘the other--each with its 0wn.housfing.‘ The turbine driven by the engine exhaust gases, powers the impeller which supplies air under pressurd to the engine air inlet, This higher than ambient air pressure supplies more air by weight to the engine with the advantage of a proportionately 1 ‘ higher power output with minimum increase in size and weight. This turbocharger represents the ultimate in product quality and per- .4 formance, The rotating unit and bearings are designed for reliable service in excess of 1000 hours which equalsg the major ovethaul.- "period cdpabilities of most engines. The compressor and turbine componént efficiencies are so superior ‘that if the proper éngine installation mdtching is done, the'turbine inlét or engine exhaust pressure will -be 107 to 157 less that the‘asir throttle vailveé inlet pressure for reeommended'opefating range. ' THLS MBANS THAT ENGINE HORSEPOWER IS NEVER USED-TO DRIVE THE TURBOCHARGER, ‘This, of course, says that no additional mechanical loads are imposed on the - SECTION 1V (con't) engine in the way of above normal present power._fiA}}‘gf the work P | - PR . réquired to drive the turbine is recovered from the exhaust gases by, in effect, increasing the expansion ratio of the power portion v \ of the basic engine cycle. Otherwise, if the turbocharger were not in that system, this portion of gas energy would.be lest with discharged exhaust gases. P -The ‘turbocharger besdrings are of theé semi-floating, simple sleeve .-journal type with engihe pressure lubrication for the best reli- ability, The turbine housing and turbine wheel are cast of high : temperature resistant materidals; the central main housing, com- . Lo e T v G . .pressar housing and impell&r'are cast of aluminum for lightweight . ) Lo N e :‘v'|v', and excellent 'thermal characteristics. As a result of this selection of materials and with care in installation, the turbo- charger is completely air cooled. In summary, the turbocharger used in this kit installation repre- sents the applied results of 20 yearsof turbine materials knowledge éhd thermodynamicrstatefof-the-art. The individual development cost of this line of turbochargers has exceeded one million dollars. TURBOCHARGER LUBRICATION AND LUBRICATION SCAVENGE SYSTEM The turbocherger is designed to'be Iubriéatéd'fiy:éfigifie lubricant., ‘This is supplied ‘to the turbo oil gallery by a line connected to a fitting on the Engine “Accessory Case, A fitting included in ‘ . . e g N -this lubricant supply line incorporates a pressure regulator poppet ! valve to reduce bngine gallery oil'pressure from 60 - 80 psi (re- quired for the engine) to 30 - 50 psi pressure (at normal oil . . KRR S 1 [ SECTION 1V (con't) SR AT operating-temperatures), Between 1 and 2 quarts per minute of lubricant will be suppliedto the turbocharger. This quantity of oil is a very smell percentage of £0t31 engine oil pump capacity. The o1l quantity which is supplieé to the turbbéharéér is normally returnedto the engine sump by way of éhe b&—pass pressure relief valve, A pressure switch is alss‘incorporated in the turbocharger lubricant supply line which will activate a red warning light in the event turbocharger oil pressure is below 27-30 psi. 1In the event turbocharger oil pressure is low, the pilot simply removes the turbocharger from operation by pulling the turbocharger control to the "OFF" position which returns the engine to naturally as- pirated (See item # 3 in Trouble Shooting Section) operation to save the turbocharger bearings. The turbocharger lube sump is scavenged and returned to the engine by the lube scavenge pump installed between the fuel pump and the engine accessory case. TURBOCHARGER CONTROLS As already indicated, the principal factor in turbocharger operation is exhaust gas waste-gate degree of closure. This determines the amount of the total engine exhaust gas flow through the turbine and resulting level of boost. To provide the pilot with complete freedom of choice in turbocharger use, a separate push-pull con- trol with precise vernier adjustment is installed on each engine for actuation of the waste-gate. This installation permits con- venient, exact matching of manifold pressures for the Turbo Twin Comanche twin engine installation. With respect to engine stability when using a turbocharger, tests conducted for this installation '(\'.9 SECTION IV (con't) - (and past similar installations) have clearly demonstrated that with e propeller: governor or”ptdpellér‘fiipé“fégd; the engine is . _:l.: serves _,inhgrently stable, ' Thid is because the four cycle engine _ .as.a positive displacement device, thus controlling the air flow ., for steady power output. This means that controlis & function .of governed engine speed and exhaust waéte-gate valve position. -:)l‘. /0 INDUCTION AIR AND EXHAUST GAS FLOW SCHEMATIC ( JEXHAUST FLOW —» LYCOMING § ~ I0-320 ENGINE ( JEXHAUST FLOW —— INLET AIR l 15 Ht + COMPRESSOR 'NLET SWING : w CHECK VALVE -~ COMPRESSO) \J AIR THROTT (TURB'NE = ~ THROTTLE WASTE —~ GATE + VAILLVE ALTERNATE \ AJR L/‘ AIR FILTER | fEXHAUST RAJAY TURBOCHARGER MODEL ® 325H10 WASTE GATE OPEN - - - - WASTE GATE CLOSED TURBOC TWIN COMANCHE ;ffi TURBOCHARGER LUBRICAT/ION SYSTEM N ] LIGHT ~ = q OIL PRESSURE REDUCTION VALVE -, - LUBRICANT TO TURBOCHARGER IS REGULATED TO 40-50 PS) T r e N Lyc LYC L g ' ) = 40 MICRON - * FILTER : EOIL SuUmP : x LUBE SCAVENGE TURBOCHARGER PUMP — RETURN OIL LINE PRESSURE SWITCH 27-30 PSI OPERATES PANEL MOUNTED TURBO OIL WARNING LIGHT /2 TUREDCHARGER WASTE GATE fi/\\ SONTRCL SCHEMATIC A g SUAL PulH-FLLL CONTROLS e VERNIER ADJUUSTMENT A \ WAETE ZATE PCEITioON FCRWARD /3 TURBO TWLN COMANCHE Turbocharged Power Chart Press, std. 55% Power 657 Power 757 Power Press. Alt, Temp. RPM and MAP RPM and MAP RPM and MAP Alt. Feet °F 2200 2400 2200 2400 2600 2400 2600 Feet 5,000 41 22,5 21,1 26,4 24,4 22,9 27.7 25.7 5,000 7,500 32 22,5 22,1 25.7 24.3 23.4 26.9 25,5 7,500 10,000 23 22,8 22,2 25,7 24.5 23.5 27.3 26.0 10,000 12,500 14 23.2 22,2 26.0 24,7 24,0 27.7 26.5 12,500 15,000 6 23.3 22.3 26,7 25.2 24.5 28.4 27.1 15,000 17,500 -4 23.6 22.6 27.3 25,5 24.5 &m.fl 27.7 17,500 20,000 -12 24,0 22.8 27.4 25,7 24.7 - 27.6 20,000 22,500 -21 24,4 23.0 - 26.0 24.7 - 27.6 22,500 25,000 -30 - 23,0 - 25.5 24.8 - 27.3 25,000 To Maintain constand power, correct manifold pressure approximately 0.25"Hg. for each 10°F variation in ambient air temperature from standard altitude temperature. mainfold pressure for air temperatures above standard; subtract for air temperatures below standard. ’ Add /4 TABLE OF CONTENTS SERVICE Routine Service and Inspection ..-+111000 Hour Inspection Trouble Shooting in Flight or Ground Run~up: ! o | N ! Turbochargar 0il Flow Check Turbocharger 0Oil Filter Cleaning Frocedure- Fuz2l Nozzle Pressure Referencz Assembly Installation ROUTINE SERVICE AND INSPECTION WHENEVER ROUTINE SERVICE OF THE ENGINE 1S PERFORMED (25, 50 & 100 HOUR INSPECTIONS) INSPECT THE TURBOCHARGER INSTALLATION AS FOLLOWS: 1. 5. 6‘ Inspect all air inlet ducting and compressor discharge ducting for worn spots, loose clampsor leaks. Inspect engine air inlet assembly for cracks, loose clamps and screws, Inspect waste-gate housing, exhaust ducting and exhaust stacks for signs of leaks or..cracks. Check cll clamps for tightness. Carefully check all Turbo support brackets, struts, etc. for breakage, sagging or wear. Check all oil lines, fuel lines and fittings for wear, leakage hect damage or fatigue. Actuate waste-gate control, check spring preload and examine control for any pending sign of breakage. Inspect injector system for signs of fuel dye indicating leaks. NOTE: If dye stains are present, check for loose connections and proper installation of air bleed nozzle shrouds. Clean Turbocharger oil filter with solvent or gasoline every oil change. An overnight soaking in carburetor cleaner may be necessary if heavy sludging is evident. (This is usually due to mixing detergent with non-detergent oils.) For checking Turbocharger lubrication system, see illustration, page _ 6 . Run up engines, check all instruments for smooth, steady response. 1000 HOUR INSPECTION Remove all Turbocharger components from the engine. Inspect and repalr or replace as necessary. Check Turbocharger rotor for excessive play, carbon and dirt deposits. See trouble shooting section for rotor play limits. Remove turbine and compressor housings. Inspect turbine wheel and impeller for physical damage and esxcessive build up of deposits. 1If, excessive, replace Turbocharger assembly. TROUBLE SHOOTING TROUBLE IN FLIGHT OR GROUND RUN-UL "FOSSIBLE CAUSE FIX 1. L0SS OF, REDUCTION OF, OR FLUCTUATION OF MANIFOLD PRESSURE, WHILE TURBOCHARGING Malfunctioning manifold pressure gauge dues to faulty gaug: or possible oil in MAT referencz line or gat=. Repair or replace gauge, NOTE: 1If the engine changes in power level or the sirspeed changes, then actual change in MAD has occurred due to one of tha reasons listed be- low: ' b. Turbocharger inlet duct 'b.” Check ducting and remove blocked. obstruction. c. Turbocomnressor discharge | ¢. Connect or replace duct- duct rupturedor dis- ing. connccted. d. Severe rupture on exhaust d. Renlace defective part. stacks causing waste-gate to be ineffective. ; e. Turbocharger rotor jammed.| e, Replace Turbocharger. f. Ruptured manifold gauge f. Repair leak. line or ftg, g. Broken waste-gate control | g. Replace control cable, h. Air inlet check valve not | h. 1Inspect, renair or replace fully sealing or blocked as needed., nartly open, 2, LO35 OR REDUCTION § 2. Out of fuel. "a. Refuel OF FUEL PRESSURE . WHEN TURBOCHARGING b. Tartial Zuel vapor lock b. Turn on boost pump and/or ’ at high altitude duzs to : reduce power, hot fuel and high nower settings. c. Malfunctioning fuel c. Turn on boost pumn and/or nressure reculating : rzduce power. valve or fuel oumpn. d. Runtured fuel line or d. Shut off fuel shut-off leaking ftg. or pump shaft seal. valve, full rich mixture until fuel fwd of firewall is consumed by engine, Secure engine. 2 TROUBLE SHOOTING .TROQUBLE IN FLIGHT OR GROUND RUN-UP™~ ~ - -« POSSIBLE CAUSE FIX 2. .1OSS OR REDUCTION OF FUEL PRESSURE™" 'WHEN TURBOCHARGING (con't) e, 1 reference line to fuel Ruptured boost pressure pressure regulating valve. Continue oneration until next landing if engine is . gmooth; otherwise, return_ engine.to naturally as- pirated power. Ground. check fuel system. 3. TURBOCHARGER OIL This is normal a.| Low engine speed: a PRESSURE WARNING i.e. idle RPM. LIGHT ON ! : : b. | Low engine o0il pressure, b{ Take necessary measures to o ‘restore engine oil pressure. c. Clogged Turbocharger oil cq{ !Clean and replace Turbo filter. | icharger oil filter, (See ;illustration, Page _7 ) { 'NOTE: Clogging can occur A . ‘very rapidly if detergent " and non-detergent oils are mixed indiscriminately. ! d. Shorted oil pressure d. " Replace switch. warnlng switch, - Co e. 3Ruptured Turbocharger ~ | e.’ Replace oil suonly line. :0il supoly line or leaking Tighten or renlace faulty ~ fitting, fitting. L - :’[ fs 4. ENGINE RUNS HOT a.! May be due to extréme hot afi Reduce power. (500° OR MORE) i weather, ~-- -~ ~WHEN. TURBOCHARGING | | OR NATURALLY . | b Cracked -or- toose cylinder . | b{ Repair or replace as re- ASPIRATED, ;| cooling air baffles, b oquired, TN e ;c.f During climb, ¢y Reduce power or 1ncrease . 4 Indicated- A1r Speed , dgé Over-boostor RPM too high. d. Reduce MAP or REM -e; Fuel mixture toa lean g. Enrichen mixture. ' during very hot weather. i :TROUBLE- SHOQTING 'TROUBLE IN FLIGHT OR GROUND: RUN-UP POSSIBLE CAUSE - . FIX * full rich mixture,. S 4, ENGINE RUNS HOT f.| Mis-timed ignition,either : .| £, | Check ignition timing,, ad- (500°.0R MORE) retarded or pre-ignition, just ‘as necessiry, ‘WHEN TURBOCHARGING . T OR ‘NATURALLY AS- g. " Detonation due to too low g. { Fuel mixture set too lean PIRATED. - octane fuel or item "f" | oT fuel octane too low. : (con't) above. Check mixture and fuel grade, h, Faulty cylinder head temp- h. Replace instrument, erature gauge, i. Defective oil cooling sys- i. 1Inspect and repair as re- tem. quired. j. Combinations of above. j. Systematically eliminate by -. ' above steps. 5. AIRPLANE PERFORMANCE | a. May be due to hot-weather. a. Turbo aircraft speed will IS REDUCED FROM NOR- be reduced 2 to 4 mph for . MAL . 10°F rise: in temperature above standard day. This is because Turbochargers, like turbines, are heat , sensitive as to performance, b. | Tired engine, or out of b. | Repair engine as required. ' tune | . c.% Airplane may have addi- c. )Inspect airframe and repair g tional dray due to radio | as necessary, | antenna, sagging flaps, R out of rig, ete. : i . 6.. FUEL CONSUMPTION IS- S. Mixture set: toe. rich. a. Develop proper leaning HIGHER THAN_ NORMAL R technique. b. Leak in fuel: system. i: |- b. Locate and repair lesk. c. Prolonged.highifidwefi at ;.. c. . Reduce power and lean for 'fuel economy, TROUBLE SHOOTING TROUBLE IN FLIGHT OR GROUND RUN-UP POSSIBLE CAUSE F1X — - - - housing as a result of "a' above, distorted housings, dirt accu- ‘mulation on impeller, carbon build-upon turbine or foreign ob- ‘ject damage. ~6. FUEL CONSUMPTION IS | d. | Hot weather d.| Hot weather will naturally HIGHER THAN NORMAL {, e ' -increase fuel consumption (con't) j | 2 to 4 CPH depending cn i ! power, leaning and terp- : erature of the air. ‘This , 18 due to less dense air for the same MAP. Also it has been found from tests that slightly richer mixture should be used for extremely warm weather to maintain a lower head temperature. This will insure good engine life. 1. OIL LEAKING OUT OF a. Oil sump or intake_ _ _ . -&. Repair or replace sump cr ENGINE LNLET DRAIN---f- - guide leaking into in- velve guide. NOTE: CARE SHOULD duction system, on an BE TAKEN TO MAKE SURE OIL IS.FROM b, Failed Turbocharger bear- b. Replace Turbocharger. NOTE INSIDE ENGINE IN- ings and compressor seal, The Turbocharger seal will ‘LET DRAIN, NOT ON have to be in very poor THE OUTSIDE FROM - condition to permit oil to SOME OTHER POINT ON pass the compressor im- ENGINE peller seal, c. Turbocharger drain line c. Re-route for clear flow or misrouted or plugged. remove obstruction from e C line. 2, NOISY TURBOCHARGER a. Damaged bearings,- a. Replace unit. ROTATING ASSEMBLY _ s T b. Rotating unit rubbing b. Replaece uhit, 'NOTE: Allow able: shaft radial play is .017 to .028 inch due to semi-floating bearings., Allowable shaft axial nlay is .004 to .009 inch. TURBO TWIN COMANCHE TURBO O/ FLOW CHECK INSTALL TEST OIL PRESSURE _a°t Q GAUGE 30-60RS.1. NORMAL ENGINE IDLE TURBOCHARGER 800-1000 RPM FLOW FROM TURBOCHARGER Yo -1 QTS PER MINUTE FROM EACH TURBOCHARGER - WARM O/L. L. UNFASTEN TURBO O/l RETURN HOSE AT TURBO - END. 2. RUN TEST HOSE FROM ..S‘CAVENGE L/NE' 7'0 TEST TANF. 3.RUN TEST HOSE F/?OM TURBO DRAIN PO/?T 70 ATEST 7ANK, 4. PL(ICE PRESSURE GAUGE /N O/L L//VE AT TURBO oL INLET CONNEC TION. 5.RUN TE.S‘T ST v LAY TURBO OIL FILTER CLEANING PROCEDURE TREMOVE OIL FILTER FROM LINE AND DISSASSEMBLE UNIT. WASH PARTS CWITH SOLVENT AND BACK FLUSH THE BRONZE ELEMENT. CHECK CONDITION OF "0 RING AND REPLACE /F NECESSARY. REASSEMBLE UNIT AND INSTALL FILTER IN THE TURBO OIL SYSTEM. CLEAN FILTER AT E£ACH OIlL CHANGE. FUEL NOZZLE PRESSURE REFERENCE ASSEMBLY INSTALLATION TO PRESSURE REFERENCE MANIFOLD (o @@@@\ INSTALL “O'RINGS AND SHROUD ON EXISTING NOZZLE AS SHOWN THIS PAGE LEFT BLANK TURB O TWIN COMANCHE PA-30 Illustrated Parts Sectién XIIL Assembly Engine Air Inlet System Engine Air Inlet Filter Assy ' Alternate Air Inlet Valve Assy Engine Exhaust System T/C Exhaust System Turbocharger Mount System Turbocharger Control System Control Brackets Turbocharger Lubrication System Engine 0il Coocler Pressure Reference System Nacelle Parts Turbocharger Scavenge System Item No. TURBO TWIN COMANCHE I Engine Air Inlet System Part Number RJ 0617-3 RJ 0617-5 RJ osz;iglJ ANQ7059i4l' Awgeo-&p: RJ 0606 AN960-6L LL22D62-P8x2 AN737-TW-82 w779 AN737TW-91 APS110§- 3"x8%" NAS183-4-84 ¥1Dx5/160Dx3/8 505 AN960-416 AN365-428 APS1103- 2%"x5%" AN4264A4-4 AN3-4A AN960-10 AN737TW107 AN366F-1032 AN426A3-4 RJ 0621-3 RJ 0621-5 RJ 0621-7 4y No. Req. “rpertAfLCT (2Tl T Part Name 2 SQQOp 2 fii;te ---------- 2 Sealing Strip "46 .B;vet 50 fiésher | | 2 Cémpressor Discharge Box Assy -“}6 Washer “16 $crew 4 'Ciamp ' 2 E}ex Duct i 4 'Ciamp | “2 Flex Duct K B 8 tud 2 s e Specer ) 8 | é;ommet h 24 Washer 8 Nut 2 Flex Duct 4 Rivet 4 Bolt 4 Washer 4 Clamp 4 Nutplate 8 Rivet 2 Sealing Strip 2 Sealing Strip 2 Sealing Strip Item Nd. I1-1 2 3 *18 *19 20 21 TURBO TWIN COMANCHE I1 Engine Air Inlet Filter Assy EEEE—EEEEEE RJ 0605-31 RJ 0605-21 RJ 0605-27 %-20 AN960-416 RJ 0605-33 AN74A5 RJ 0605-51 AN936A416 WWD- 128 #2S=BOE=N- APSBOO/ /785 RJ 0607 201485 | AN3_fiAH,,_ | AN?{§:3 ' AN3657195%};;; RY 0522 RJ 6718:é RJ 0718-4 . : RJ 0628 ANS70-4 *Used only with fuel pressure gauge 3 No. Reqd. per A/C 1 1 1 Part Name Valve Assy ' Sold only as an Assy, 2 reqd. per . A/C Can Assy Seal. " Wing Nut Washer R .Cap 361;’ Rod Assy ~Washer Clamp Assy'f; """ Flex Duct >;E1bow;gl Filter p . Bolt Washer .Nut - ... Gasket Elbow Tee Asbestos Strip Washer (434 omyas— *ITE sjrUIaqTE J07 O aded seg - Bl 4 m_\\\\\% FIG. O Item No. I1I-1 2 3 4 20 21 TURBO TWIN COMANCHE II1 Alternate Air Inlet Valve Assy Part Number LP22D62P4x2 RJ 0605-17 RJ 1005 AN526-6R6 RJ 0605-7 AN960-6 AN365-632 RJ 0605-11 RJ 0605-41 RJ 0605-61 59-012-062-0312 RJ 0605-71 RJ 0605-5 MS20392-2-49 AN381-2-15 AN380-2-8 CSR51029 RJ 0605-55 70371-03 70371-02 AN310-3 No. Reqd. Per A/C 12 1 1 4 Part Neme Screw Frame | Sold only as an Assy 2 reqd. per A/C Seal Screw Bracket Washer Nut Arm Assy Arm Assy Rod Assy Roll Pin Bracket | Sold only as an Assy 2 reqd. per A/C Valve Pin Cotter Pin Cotter Pin Spring Rubber Pad Pin (Existing) Bushing (Existing) Nut (Existing) FIG. I Item No. 1v-1 2 3 Part Number 23850-10 RJ 0602-1 4/ RJ 0602-085/ RJ 0602-18 G/ 65321 TURBO TWIN COMANCHE IV Engine Exhaust System No. Reqd. Per A/C 2 2 Part Name Exhaust Stack (Piper) Exhaust Stack Exhaust Stack Exhaust Stack Gasket FIG I Item No. V-1 2 3 4 5 Part Numbef RJ 0603-11 -RJ 0050 RJ 0057 RJ 0055 RJ 0053 ~1-S-062-0562 AN381-4-16 RJ 0048-501 AN363-632 NAS43-1-32 AN960-6L ANS526- 6R14 RJ 0115 RJ Ol14 40030-369-M-G RJ 0604 H-170 TURBO TWIN COMANCHE \ Turbocharger Exhaust System No. Reqd. per A/C 1 1 A/R Part Name Waste Gate Body Butterfly Shaft Sold only as Plug an Assy 2 reqd. per A/C Ring Roll Pin i Cotter Pin Control Arm Nut Spacer Washer Screw Gasket Gasket Clamp T/C Exhaust Stack- . Heat-Rem Paint "o € \fim: 186vSIa HO4 d73IM Mvadd FIG M VI Turbocharger Mount System Item No, Part Number Vi-1 325H10 2 RJ 0612-21 3 AN5-27A 4 AN960-516 5 AN363-524 6 RJ 0612-41 7 AN5-11A 8 RJ 0612-31 9 AN960-10 10 AN363-1032 11 RJ 0612-11 12 AN3-4A 13 AN4-11A 14 AN960-416 15 AN363-428 16 AN960-416L 17 AN936A416H 18 NAS43-5-2¢ 88 // TURBO TWIN COMAMNCHE No. Reqd. Rer A/C 2 2 2 10 Part Name Turbocharger Bracket Bolt Washer Nut Bracket Bolt Zee Bracket Washer Nut Bracket Bolt Bolt Washer Ngt Washer Washer Spacer