REPORT: VB-1710 ISSUED: FEBRUARY 23, 1999 7-

REPORT: VB-1710 ISSUED: FEBRUARY 23, 1999

7-2

7.3 THE AIRFRAME (Continued)

The wing is in effect a three section structure. The center section built-up main spar extends through the lower fuselage and outboard of each main landing gear. This section has a forward spar and a rear spar which are pin jointed at the fuselage sides. The main landing gear retracts inward into recesses located aft of the main spar. The outboard section of each wing, to within approximately 18 inches of the tip, is a sealed integral fuel cell. Portions of the wing structure are adhesively bonded, and skins are butt jointed and flush riveted for a smooth airfoil surface.

The all-metal flaps are electrically actuated through a mechanical linkage. The flaps extend aft and down on three tracks and have four preselect positions.

The all-metal ailerons are mass balanced and operated by a cable system mounted on the aft wing spar.

Tiedown rings are installed on the bottom of each wing outboard of the main landing gear. The rings, which pivot about their forward edge, are spring loaded to retract into the lower wing surface when not in use. When retracted, a small ring protuberance extends below the wing surface. Applying a slight forward pulling force to the protrusion will extend the ring.

The empennage is of conventional fin and rudder, stabilizer and elevator design with aerodynamic and mass balanced control surfaces. Surfaces are of all-metal construction and the single-piece elevator assembly carries a center-mounted trim tab. This tab operates to combine anti-servo and trim functions.

Various access panels on the fuselage, wings and empennage are removable for service or inspection purposes.

Electrical bonding is provided to ensure good electrical continuity between components. Lightning strike protection is provided in accordance with presently accepted practices. Anti-static wicks are provided on trailing edges of ailerons, elevator and rudder to discharge static electricity that might cause avionics interference.

7.5 ENGINE AND PROPELLER

ENGINE

The Malibu is powered by a Textron Lycoming TIO-540-AE2A engine. It is a direct drive, horizontally opposed, overhead valve, fuel injected, air cooled, turbocharged-intercooled engine with variable absolute pressure controller. Maximum rated power is 350 HP 2500 rpm and 42.0 in. Hg.

7.3 THE AIRFRAME (Continued)

The wing is in effect a three section structure. The center section built-up main spar extends through the lower fuselage and outboard of each main landing gear. This section has a forward spar and a rear spar which are pin jointed at the fuselage sides. The main landing gear retracts inward into recesses located aft of the main spar. The outboard section of each wing, to within approximately 18 inches of the tip, is a sealed integral fuel cell. Portions of the wing structure are adhesively bonded, and skins are butt jointed and flush riveted for a smooth airfoil surface.

The all-metal flaps are electrically actuated through a mechanical linkage. The flaps extend aft and down on three tracks and have four preselect positions.

The all-metal ailerons are mass balanced and operated by a cable system mounted on the aft wing spar.

Tiedown rings are installed on the bottom of each wing outboard of the main landing gear. The rings, which pivot about their forward edge, are spring loaded to retract into the lower wing surface when not in use. When retracted, a small ring protuberance extends below the wing surface. Applying a slight forward pulling force to the protrusion will extend the ring.

The empennage is of conventional fin and rudder, stabilizer and elevator design with aerodynamic and mass balanced control surfaces. Surfaces are of all-metal construction and the single-piece elevator assembly carries a center-mounted trim tab. This tab operates to combine anti-servo and trim functions.

Various access panels on the fuselage, wings and empennage are removable for service or inspection purposes.

Electrical bonding is provided to ensure good electrical continuity between components. Lightning strike protection is provided in accordance with presently accepted practices. Anti-static wicks are provided on trailing edges of ailerons, elevator and rudder to discharge static electricity that might cause avionics interference.

7.5 ENGINE AND PROPELLER

ENGINE

The Malibu is powered by a Textron Lycoming TIO-540-AE2A engine. It is a direct drive, horizontally opposed, overhead valve, fuel injected, air cooled, turbocharged-intercooled engine with variable absolute pressure controller. Maximum rated power is 350 HP 2500 rpm and 42.0 in. Hg.

FOR REFERENCE ONLY

NOT FOR FLIGHT

7.5 ENGINE AND PROPELLER (Continued)

manifold pressure. Accessories include a starter, two magnetos, a propeller governor, two belt driven alternators, two gear driven vacuum pumps, a belt driven air conditioner compressor, an oil filter, and an air/oil separator in the crankcase breather system.

Turbocharging (Figure 7-1) is accomplished by two Garrett - A.I.D. turbo-compressors, one located on each side of the engine. Turbochargers extract energy from engine cylinder exhaust gases and use this energy to compress engine induction air. This allows the engine to maintain rated manifold pressure at altitude. When engine induction air is compressed by the turbocharger, the air temperature is increased. The elevated air temperature is reduced by air intercoolers located on each side of the engine. This aids in engine cooling and improves engine power and efficiency.

Each turbocharger extracts exhaust energy from its respective bank of cylinders to pressurize the induction air. Air flows through the induction inlet louvers into the induction air box, where it is filtered and divided for distribution to the left and right turbo compressors. At the compressor, air pressure and temperature are increased. Pressure increases air density making a greater mass of air available to the engine cylinders on each intake stroke. Air then flows through an intercooler where air temperature is reduced, further increasing the density of air available to each cylinder. Downstream the intercoolers, air flow joins at the ``Y’’ junction of intake tubes at the lower back of the engine, then passes through the fuel injector, into the intake manifold, where it is divided to individual intake pipes flowing to each cylinder. Metered fuel is injected into the cylinder head, upstream of the intake valve. After the fuel burns in the cylinder, exhaust gases flow into the exhaust manifold and then to turbocharger turbines where exhaust energy is extracted to drive the compressor.

Turbo compressed air is throttled across the throttle butterfly valve as set by the throttle lever. A control system monitors pressure and uses engine oil pressure to automatically position the waste gate valve. The waste gate bleeds excess exhaust gas from the exhaust manifold crossover pipe and out the left exhaust stack, bypassing the turbocharger. Thus the controller automatically maintains manifold pressure.

The engine is well protected against overboost damage from excessive manifold pressure. The waste gate controller senses manifold pressure and will continually adjust turbocharger output, maintaining the manifold pressure set by the throttle. The controller automatically protects the engine

7.5 ENGINE AND PROPELLER (Continued)

manifold pressure. Accessories include a starter, two magnetos, a propeller governor, two belt driven alternators, two gear driven vacuum pumps, a belt driven air conditioner compressor, an oil filter, and an air/oil separator in the crankcase breather system.

Turbocharging (Figure 7-1) is accomplished by two Garrett - A.I.D. turbo-compressors, one located on each side of the engine. Turbochargers extract energy from engine cylinder exhaust gases and use this energy to compress engine induction air. This allows the engine to maintain rated manifold pressure at altitude. When engine induction air is compressed by the turbocharger, the air temperature is increased. The elevated air temperature is reduced by air intercoolers located on each side of the engine. This aids in engine cooling and improves engine power and efficiency.

Each turbocharger extracts exhaust energy from its respective bank of cylinders to pressurize the induction air. Air flows through the induction inlet louvers into the induction air box, where it is filtered and divided for distribution to the left and right turbo compressors. At the compressor, air pressure and temperature are increased. Pressure increases air density making a greater mass of air available to the engine cylinders on each intake stroke. Air then flows through an intercooler where air temperature is reduced, further increasing the density of air available to each cylinder. Downstream the intercoolers, air flow joins at the ``Y’’ junction of intake tubes at the lower back of the engine, then passes through the fuel injector, into the intake manifold, where it is divided to individual intake pipes flowing to each cylinder. Metered fuel is injected into the cylinder head, upstream of the intake valve. After the fuel burns in the cylinder, exhaust gases flow into the exhaust manifold and then to turbocharger turbines where exhaust energy is extracted to drive the compressor.

Turbo compressed air is throttled across the throttle butterfly valve as set by the throttle lever. A control system monitors pressure and uses engine oil pressure to automatically position the waste gate valve. The waste gate bleeds excess exhaust gas from the exhaust manifold crossover pipe and out the left exhaust stack, bypassing the turbocharger. Thus the controller automatically maintains manifold pressure.

The engine is well protected against overboost damage from excessive manifold pressure. The waste gate controller senses manifold pressure and will continually adjust turbocharger output, maintaining the manifold pressure set by the throttle. The controller automatically protects the engine

ISSUED: FEBRUARY 23, 1999 REPORT: VB-1710

7-3

ISSUED: FEBRUARY 23, 1999 REPORT: VB-1710

7-3

FOR REFERENCE ONLY

NOT FOR FLIGHT

REPORT: VB-1710 ISSUED: FEBRUARY 23, 1999 7-4

REPORT: VB-1710 ISSUED: FEBRUARY 23, 1999

7-4

7.5 ENGINE AND PROPELLER (continued)