I
,'
{-
I
OPERATOR'S
MANUA L
TY PE
377,
447
AND
5O3
EOUIPPED
WITH
EOSCH C OI{
TA CT
BAEAKER
IGN rTtot!
sYsrEn AND.'
A ING
CARBURETOR
ENGINES
I
SSIJEI) JI'I-Y
1946
rHIS
I'ANUAI,
CONTAI'IS
IITPORTANT SAFET!
INFOR ATIOX CONCER*II{O
TOIM
ENCINE.
TT'H
TBE
EIIOL\E
At TI}iE OF
RESALE.
AND
I.IA
IXTENAXCB
rT
SEOI'LD
RE AII
INDEX
PAGE
'I
SECTIOl'|
I
2
3
q
5
6
7
8
a
10
11
L2
13
14
15
16
17
1
1
3
5
6
7
8
10
10
11
1q
15
22
23
25
28
29
FOREl,lARD
SAFETY
FUEL AND OIL
-
ENGIIiE
REDUCTION
GEARBOX
STARTING PROCEDURE
BREAK IN PROCEDURE
CARSURETION
EXHAUST SYSTEIIS
I NSTRUIiIEI'ITS
IGNITION SYSTEI{
SPECIAL
OPERATING CONDITIONS
II1AI NTENANCE SCHEDULE
TROUBLE
SHOOTING
ENGINE
REPAIR LOG
LIGHTiNG
CIRCUIT
t.lIRIt'lc
DIAGRAII
TECHNICAL DATA
,
sEcfloN 1
trIRElIAtr)
?he
ROTAX
enqlne ls a!
al:.-cool.eal 2 stroke
engtne. C.i!efu1
and extenslvely
testeCl deslgfl and
rugged clnstructlon
as vell as the
use of h19h
quality
patts
narrant
rnar.lDle leuabl.ttty a'ld
durablltty. Wlt}l ploper
Eatntenarce
anat cale
ard
\rith
the
use
of suitable
fuel aDd o11, the
engtne rill
glve you
trouble-free
serrxlce
fo! eany
years.
the
RmlX
alesign incorporates
t_he latest techn-tcal
devefopEents. In
orile!
to take advantage
of future
developrDents we resetve
the
right to
Da.ke
Dodlflcatlons
ln the ROTAX
atesLgn lrlttrout
notlce.
I9!9
all fasteners are
roet:ilc alth
the exceptlon of
t_he lnte!'lat threaat
of the
Pla shaft
(crarlshaft)
r,hlch t6
l"
naLtoDat
flne ttread.
secrroH 2
SAFETY
Safety ls
everyone's buslness. We
have lncluded
sone
of tie
ttaportant
safety
ttps here. but t}le tist ls
not conptete.
It lrould be
lBpossibfe to
l.lst every
way ln r'hlch
oDe Eay I€ injured. We
lroulal ratle!
llsk
youi
ildlqratlon
by
Eentlonlng that
"!,htch
everyone knows
ls ilengerous,,
than
take the chance that
needless lnj\rry could occur.
Pfease note the
follonlng s],ubols
tjrrouglrout
tle
book:
/ll-
Safety tlarnlng:
Fallure
to ob€y
a
safety $alnlng
Eay result tn tnjury
to
you
or
ot})ers.
I-
InforDatlon
vltal to
the operatlon oi haintenance
of
your
ploduct
(ln
a-ll.claft ttils shoul.d
also be
cotlsldered necessa.ry
fo! safety).
GENEITL SATETY POIMS
l,
"."a
afr:." DanuaL tioroughJ-y lrefole
atteDptlng
to
opelate
your
engrne,
If
you
are doubtful
about any
polnts
contact
your
engl.ne o! alrctaft
suppl1er.
llf
Von
are fitting
the engiBe
youtself,
rather tlan
pulchasLng
rn atlcraft
t
ltlt tfte englne afleadl'
fltted, then
please
also ask
your
engine s\rppller
for
a copy of
t}le fnstallation Insthctlons.
I
lf tft" englne
u.ses a
Rotax
realuctlon
qeart'ox
and if
you
aie
fittinq a
propeller yourself.
you
bust ensrre t.Lat the
Eass
tlohent
of inertla of
tie
pliopelle!
1s less tian 3OOO
xg
o2 t!
prevent probfens
yith
t}le
tolsional shoc& absorbe! ln tlle
qeatbox.
lrte
eronetfer
Dust be bal.anceA to better
than 1glan netre
to
plevent
vlbratlon
probleDs
anal ovelstlesslng of
the
&lve
systeE. the
balance
shoulil be
perlod.ically
checked as it can vary
alue to Digrrtlon
of
irate!
,It}l-ln
the
plopeller.
lhe balance
should be checked
propeller
Is
da.naged,
even lf
lt
ls
only
a snall chip.
-2-
I
te al. englne
uses a Rotax realuct{on
gearbox,
ensure
that tie
gearbor(
ls
fllled
nttn the colrect ol1. to the
couect
1evel,
before atteEptLng
to
op€rate t-he
englne.
(See
also sectlon olr
reductlon
gealbox,
and
Eaintenance
scheilule).
l".lot.
you
run the englne
bake
sule all englne controls are opeiatlve,
tbat
you
knor on anil off
posltlons
of throttle End
lgnl.tlon,
that they
ale
easlly accesslble. and that
you
can
operate
thera
lnstlnctlvely $lthout
hesltatlon. If a
'flybackr
throttle ls
fltteal,
ensure tllat lt cannot
stlck ln alty opeD o!
partly
open
posltlon.
,lct.cL.nvin"
Eountlng systeE frequently
as
well
as the drtve conponents,
fuel llnes, eiriDg, and fuel and
air
fllters.
(see
also baintenance schedule).
-
ANever
B1x fuef
ln
!n
area
tnat
ls
enclosed or
lrhere
fules
coulal reach an
lNever
refuef an alrcraft tf fuel could
be
spilled
on bot engine codponents.
Use safety approved f\rel contalners ;ndl never transport
fuef
in .r
unsafe
lerecf
for fuet
contaEtnatton.
alr ventsr etc. Protect engine
while
not
ln
use
fron a'ly contaDinatLon entering erdlaust, fuel,
o! carburetlon
systeD
but be s\rre t! rebove storage
protectlop
before startlng englne.
rllMatntain
you.r
englne In top coDtlltlon, but nevert}leless
be
prepaleil
for
lt to stop rundng
at
.nty
tlne, I€ave
yourself
a rrey out in the event of
une)<pected
fallure.
I
x".'"t .ot t}}e
eng1ne
on Ure
grounil
wlth the
propelLer
turning riJlless
you
ale ilolng
so ln a
lun-up
area atnal can observe anyone o!
anlthing
entelilg
the danger
area. In obsewe!
ln
a
6efe
place
iB a deflnlte asset.
,l*v.t
leave
you!
allcraft or othet vehlcle
unattenileil while the engln€
16 runnlng.
If
opelated
by soroeone else
you
could be Eued even if the
u.se
tas unauthollsed bV
you.
lo.n
-
englne log andl enter alt operatlnq
tlDe, but ln
particula!
any
unusual
operatlon o!
plobleDs.
Do
not
fly unless
you
have corlected
any
probleb
and recoliled the
correctlon tn the Logr.
l/l,*""r
run
the englne slthout
grope!
Ioading
{e.9.
propelle!).
l
rllraF use
genliine
ROTAX
parts.
SECTION , FUEL AND OIL
-
ENGINE
FI,EL A
petrol
of octane nunb€! not belo$
MON83or ROIi9O bust be useal. In
orde! to
eosule tlat tlles€ requirenents are bet, a {
star
,*r+
fuel
(\rhlch
has a BirdEln
l,loN
of 85)
is
reconnendeal
1n
cleat Brltain.
OIL the englne Is designed to operate at
a fue1./oif E1x
ratlo of
50 to 1.
Do
not be tenpted
to
lncrease the a.Eoutrt of oil
-
too lruch oi1 can cause
plug
failute'
excessive cajrt'on build up
(possibly
leatung to
pre-lqnltion)
and $i11
also reduce the octane
lating of the
fuef,
!,lhlch
could feaal
to
detonation anil
sevele engine
daroage.
Any
good
quallty
two atroke
oll froro a
leputable
Eanufactutel
shoul.al
be
satlsfactory,
but ha\dng
choseD
an
ol1,
ire woul.il
recoDroend
t-hat
you
stlck t! t}re sane branal- ttost
olls are compatlble, but wit}| the ad\,.ent
of neir blends, s]'nthetics
etc.
Droblens
Eay
occ\rr If
you
change brands.
It
the engln lB to be oeed irverted
(vith
Bpark
pl.ugB
Dot-rlttB
dot.n) leleet r lrbricant
yhleh
features
lqla carbon
depoaitE.
OiI !€BIAre telds to drala
to
lor
polnts,
1.e.
spark
plug
cavitl"!.
Il tbis reEidue
fallg
to
burn cl.ean
durlDg no!'Eal
operation,
plEg
toqlirE rill occur,
possible
pre-lgnitlon
alro,
I|a{tu.facturee of
auitable lubricant6
rlll
guaHntee
tb,eir
p!'qdust3
in
yritirtg.
Fuel- contanlnatlon 18 a
EraJor
cause of engine failure.
The
beet
place
to
avolal contanination ls at the source. Once
Ln
your
fuel contalner, a very harzadous
potenllal
exists.
Use a clean
aafety
approved Etorage container.
Filten
all
fuel
enterlng
and leaving this eontainer. Do not over-fllt
.
contalner,
allow for
expansion.
/l'
UARNING:
Oalollne
lc fla rable
and
exploaive
under
certaln condltions.
Alwaya
perform
proqedunea
ln s nell ventl-
lated area.
Do
not
snoke or allow
open flalea
or Eparka in
the
vlclnlty. Never add fuel whlle engine
le
runnLng.
-4-
NIXINO
PROCEDURE
glEP
no.1:
gelng
a clean appnoved
container
of
known volune
filL coryect
anount of
Lnto container.
Oil rnust
be
approved
for
cooled
engines at
50
3 1
ratloa.
SrEP
Eo.?r
ldd
fuel
to obtein de6ired.
,
Dixture ratlo
(water
Eesh
filter).
I
Fuel
nuEt be
rninlmun
!l.O.N, 8, or R.O.N.
90
octane
rEti.ng.
gfEP
Fo.
J:
Replace contalner: cap and rbake
the contaLner.
Thoroughly
agitate
the
container.
Then
using
a
funnel vitb a fine
Deah acreen to
prevent
the
entry
of xater and fqrci8n
particles,
tranafelr
Elxiure
frotn contafuer
itrto
tlte fuel
t&nk.
oll
r
al.r
aLx
?-4
a
-e"4
-e>
-a
sEcrtoN
4
REDUCTION
GEARBOX
oII,
llf
a
RoTAX realucllon
gearbox
ls fLtted
to t}le engine,
It
Dust
be f1l1ed lrtth
o11 to the coirect
level
lgQlg
opelatlng tf|e engl.ne.
I
U""
"r,
EPgo EYPOID
gea!
oll of sp€ciftcatton ePl
-
cL3 or hlgher
(e.g.
lPl
-
6.5 ls
perfectly
sat-lsfactory).
l
alU aO.
gearbox
t]rrough tie vent
plug
to t-he
1o$e! of the
two
level screws,
lAfte!
flfllng ensule that the
leve1
screvs, the draln
plug
ard t}le vent
plug
are
all secured
r'lth
locklng
wl!e.
'
sllght
seepage of oil froE t.|e output shaft
o11 s€at
is norlaal
durlnq the filst
fes
houls
of operatlon,
but
should
settle
do$r! sr.rbsequertly. If slight oi1 loss
contl.Dues, dheck t-hat the sEall
bleatber
hole 1n
the
vent
plug
ls
not
blocked.
l""to..
every fltght a vlsual ihecx shoulal
be lrade of ttre
gealbox
to engine
bounting, Also c:heck t})e
pyopeller
shaft bearings
for
play
by
glasplng
one blaale
of t}!e
propeller ln
each hand anal locklng tfre
plope11er
fore and aft
{Do
Ig!
rotate
the
propeller.
and Date sure the lgnltlon ls switched oFF
before touchlng
tbe
propelle!)
.
|ft"
e".tuo"
oll shoultl
be
changed after tlte flrst
1o
houls of operatloD.
lOecr
orr
level
every
10 houls.
|
".-towo"
geallrox
Dourtlng
bolts annualty
or
every
50
houls.
lUter
fm
hours anal subsequently every loo hours, the
gearbox
shoulal be
reEoveCl
froE t}Ie engine
anil checked for
general
rrea!
and corlect
shock
absolt€r spring
preloail.
Reflll
l.lth
fresh o1l afte! reflttlng to the
engine.
(lhls
proceilure
lequlres speclal equipBeDt anal
ls best left
to
yout
deale!
to calry out).
sEc'-eIoH
PnE-STAnl CltlcK
Before
6tartlng engine r'--ad
secbion
dealing vrith
sga|ting
and
engine
b:'eak-lrr
thorouEhly.
Tlre service life
of
the englne
is lalgcly
determined
by how wefl
you
fol1o',{
lhese
instructions.
Before
stari::ng engir)e
bc curc
your
it$Cellatign i6
complete, aecure and all. sontI'oi.s
operalrc easily and sr,loolhly,
bhat
yor-r
can
operate tlrenl instincbively,
Ah.lays enGure
taat
you
a:e
irr a oafc
i:rrr1-up area,
Ensure th:olrtle
linkage
al1ows
p-isLotl
'ralve
in carb to
botCon
in idle
po3ition.
Scrcl.
out idl.e 6pced adjusLrnent
screvt
(no,JO,
pageT)
until, carb
FiGtc,n
(no.f
)
trol-Lons, Carefully
turn
ln adjustment
ecrew uitil it
errgagee
piston
anil
turn
in
a
further
t
i
t
7/2 ful1 :urns,
Check
fuel Line i6 coDDected
and tank
ve::l
is oDcn.
PNOCEDURE
On coLd engine apply chol(e frrlly. Leave
t)rrottl-e a!
idl.c
position.
Openlng tbrottlc lrill
greatly
redlrce clroke effect
resultlng
in
hard
-.tarting. llalre
sure ignition sr.ritch is on and
you
can ehut lt
off lnstantl-y if
necessary.
Pufl
starter until
firnly ehglBed anl
tjien
pulI
ci,artly
llrrouglr.
Above
procedurc
silould'oe
rcpeated unt!1
cnglna be8ins
to
"firerr.
Aa aoon
as
engiDe staltr, advfnce tlle throttle sIowly
!o
Lotr speed
anl renove clrol(e
ac
.jcon
rs
posoibl.e.
P|olonged
use
of
choke can ca\lse er)Bine to fl.ood.
If
lhe
engilre
falls
to starl, DI ope:alr€6 orrl.y on one
cyllnder, clr:ck ithether the ignitio:r uriiing
is
disconnecLed
fron
the
spark
plug protectors
on flon
thc sparl(
plugs.
Eneure ahorting
switch is in
corirect
pceition
and Hired
correc lfy.
If
preceedlng
check6
do
llot correct the
pr.oblen,
renove
the spark
pluga
alrd
i[spect.
l{et Epirrk
plxgs
dcnotc flooded engine, Ileplace Uith
dry
plugS
and
!'ernovc
chokc.
Dry
spark
pl.ugs
indlcatc
no
fucL
in elgine. Inspect
tank
fuel
level, ;:uel valve and
tank venlr. Rentove float
bowl and
enaut
e
fuel
io
presentr.
-6-
S-IAR,.|IIJG PROCIDURE
and
il
SECTION 6
for aircraft
lnstallation
(in
other
appllcation8
proceea
accordingly)
lhe break-in has to be
perfonned
xith
the
englne
lnstal.led,
properly
loaded. In case of an aircraft,
anchor the
plane
to tbe
grqund.
Run the engine according to the following
graph:
-7-
BREAT-
I,I{ PROCEDURE
tD3h.
r !000
rurl
t,5
I
0
2
.2
ro It 20
,o
1
5o
to
t0
t16!
(.ln)
/l
Be
Eure to uEe a aafe
run-up area, to anchor aircraft
at
tbose
polnts
appreved by the airfrane
manufacturer,
and to have
aoEeone
present
yho
1a abLe to shut off the engine instantly.
I
ltt"" thls
procedure
the 1dle has to be adjusted.
Then
shor!'
take-off8 can be conducted.
After
a few
sbort
full-load take-offs,
but not later than 2 houra
botaL
running tine,
the
cyllnder head
nuta
have
to
be re-torqued
to 18 +
2q
Nn
(160
+
210 in.tb,).
For
this
procedure
the cyLl.nder corl
(if
any) has to be
taken
off.
Engine tou8t
be coLal for
re-lotquing of
head.
Toola:
Serewdriyer, insert
1,
(Eocket
lrrench 1J),
torque
wrench.
Note: Uae
a
crosa
aequence
fot'
tightenlng
the
nuta.
conslder both heads as one unj.t because they are
joined
by exhaust
and Eanifold8.
Ensure that covL bolts
are torqued less than head bolts.
Ignition
polnt
rubblng bLocka wear rapldly during the fi!.at hour6
of
operatl,on
t1ll they
'rpolish
in" on the cam
of crar|lahaft,
therefore
the
pointr
gap
lay
require adjustment after brea*-in
(betr,
8 + 10
hr8)
!
n"f"r to lgnition tirDing
procedure.
After
initlal break-in adurt-
nent
la
pcrfotled,
gnly
norrral
rnaintenance
Ls requiled
(see
Dalntenanec
achedule).
After
lO hour break-i.n
perlod
also
titoroughly
cieck spalk p1u9
conilLtloD,
reductlon
gearbox
bounting
lruts,
fan belt tenslon.
exhaust nuffler
a1! &
fuel flltratlon
systeEs,
electllcal nillng,
ltghttng
syBteD
relrlnd starte!
lope conditLon
and
change realucttlon gearbox
oil.
On
a13o re-torque Dagneto
houslng
(fti'vheel).
(See
also Ealntenance
eDglne and
attachEent,
(1f
uEed)
,
5O3 engLDe
schedule).
SECTI ON 7
CARBURET
ION
Ihe
BING
calbutette! :[s
a
plston
t]De carburetter
stth
f]oat
ciaDber.
The
carburetter
can be
adjusted
by
Jet
replaceroent
of varlous
approveat sizes,
by
adjustlng idle
al!/f\rel Elxt\rre
Bclew,
carb
ptston
stop
adjustDentr
neeatle
sizes.
and
neeille c]lp
positlon.
lihe
at!,/fue1 r0ixtule
at
tdle
speed
is adJusted
by
t_he
al.r adlusting
scre*
(see
lllustration
No,28).
fhe ldte
t.p.E.
ts adjusted
by
the
calburette! plston
adlustrent
scre*
(Lll.
no. 30).
Ii(yIE
-
these idle
aauust_Dents
lnteract,
so
adjusting one Eay
require
EiDo! adlustjr€nt
of
the otber.
Dullng
lnltial
setting up,
or
lf
the carbur.etter
bas been
natadjusted.
the air adjustlng
scree
(28)
should
be set
\
turn out
frord clcseal
to start wtti.
I
Note
-
The
carbureto!
rnust
be in an exact right
angte
positlon
Ln
relation
to the crankshaft in both vlers fron
top
and
fro.0 the intake alde to ensure an
equal
nixture dietribution
to
both cylinders.
Changing
parts
shoulal be done only after
all other iterns
have been
checked, and then by an experienced two cycle nechanLc.
Ensure that throtlle cable and lj.nkage
do
not
stick and
that carb
piston
valve
can be opened
fully
and closed
to lhe
polnt
where the
piston
adjustnent scretr
no.
JO
controls
piston
openl.ng
and idle RPM. t'linor
adjustnents can
be
nade at
eable
adjustnent Ecrerr and lock
rro.
12 and
ng.
11.
A
ge
eertain that throttle linkage
is
not
affected
by
engine
or alrfraJDe noveEent. This could change
throbtte settings.
I
nio
lntake
flltratlon and
noise reduction
devices
rrust
be
ln
place
for
proper
carbureticn, See
section
on
sp:cial
,pera-
tlng conditlons.
sPectal
oPetatlng
conditlons,
such as severe
cliEate
o!
altltuile clange. nay
regu1re
dtffereDt
Jettlng.
CoDtact your
alealer.
EINo CARBURETOR
_
TIPICAL DESCRIPTION
(Note:
this is not
,"0
"f
s
I
33€
32t
39
I
o
rt
-3
I
-1
ll
31
37
ro--$a
\t
f\l
lllt
112
i- |
_IA \
-J
tt
- ---{
A
^
19
----{
d-zo
BII'JG-double
float
c
arbure
t o!
carburetor
hcus ing
carburetor
piston
jet
needle
holding
p
late
plast
i c spring
cLrp
s
pi'ing
rubber
ring
cover
p
late
hex.
s crew
bex. nut
adj us
tment s crevr
rubber
gronmet
idler
jet
needle
jet
.81
/'\"
\\
\i-r8
-
R--',
tl
U
29
15
r6
17
l8
21
25
nixing
tube
nain
jet
sieve
sleeve
.f loat
needle
valve
clip
fLoat
float
bra
cke t
pin, float
gas
ke t
float
cb ambe
r
spring
cl.ip
O- ri
ng
air
re
gulat
inl:
screw
spring,
adi
us
tment
screll
adj
ustrnent
3 crew
b_30
x
re
L)*
15)-
77)
J1)
venl
line
12)
starting
piston
tith
gaslte!
s lee
ve
spring, s t arting
pi6ton
closure a crew
starting
piston witb
gasket
)7)
spring, s t arting
pis
t on
2
t
It
5
7
8
.,9
10
17
14
18
1q
22
))l
l8
)
39)
q0)
tl1
)
q2)
4t)
q!
)
2J)
211)
27)
28)
cfosure screw
choke lever
assy,
hex,
nut
lock
washer
5
cyl.
s crew
ITIIKUNI
-
lue I
pump
aEg
J0)
SECTION
B
EXHAUST SYSTEMS
Canslderable
effort has
gone
lnto the
oesign
of the
ROTAX exhaust systeos.
AnJ chan8es
may
severely deterLorate
perfornance,
rellability, engine life,
fuel
economy, and the
system's ab{llty to
reduce
nolse
to acceptable
levela.
Beware
of
any acceEaary'systens
that
advertlEe
an improvernent
over
the
stock
conponenta,
Af
vlbratlon due to ihproper
Drounting
is any exhaust
systeru's
worat ene,ny. Properly rnounted anil
rflaintained,
your
exhaust
Bysten wlLl
provide
a long
serviee life, Never
renove
coupllng sprlng
{ith
a sharp object or one
which
can nark
the
gpt
lng
natenlal. A rounded
screw-driver 6bank or a hook
fashloned fron 1/4'r bar stock ls ideal. Safety-{irlng
of aprlngs
lE essentlal,
as
a broken
spllng falling
lnto t-lre
proPeller
corild
cause
sevele
danage.
Flequently
check
Eprlngs for
wear
at
the
points
of contact
r'lti
the
iooks
and tie
exlaust'
Replace sprlngs
when necessary'
sEcrloN
9
rNsrRUMENrs
fnatruments
""r,
U"
"
valuable
addi.tion
if
they are of
good qqal,lty,
correctly insta1led, are
nonitored,
anal the
operator understands what
they are
telling him,
A
Never uEe
a
tachodeter tvhlch
can
cause
a
short-cut
on the
lgnition bysteE. AItet'natlvely
use
a
tachometer
operating
on
the
llghting
col1.
Al!. instruaents requinlng
power
source nust
be oyerload
protected.
Al,1 wfuing and
sensor leada
nust
be
properly
routed,
protected
fron vibratl.ons and abraslon.
The
501
englne is designed and
tuned
to operate
at 6150
fuu.
load,
full
throttle.
The
,77
and 447 engines operete
at 6500
fu1l
loaal,
fuII
throttlc.
a
cyl.lniler
head telopelatule
guage elth
a senso!
unalelneath
the sPark
Plug
seat
ls a useful
accessory.
ltre
naxltlutD c'!'llnile! hea'l
terperature
Ls 25ooc'
SECTION
10
I
-r1-
IONITION SYSTEM
The
ROTAX englne ls equlppeal ritb a
BoSCH
nagneto
generator
12v 1q0w ratlng,
producLng
the current neceEaary
for
tbe
gpark
anal acceaaorl.es,
The ignitlon unlt has been Eet
to
precise
toferancea
by
the factony. After
lnitlal
break-ln adiuetrcenta
&aLe no cha4gea_unlesa
absolutely necesaary.
In
case of trouble
gbgerve
the
followlng:
If the
l8|litlon faile intermittently or if tbere
are other
troubleB that are
due
to neither
6park
plug,
nor external
conponenta,
nor carburetor, the
contact breakerB nay be the cause.
contacts
nuat
be clean
and nust not be
burnt,
lrith
new englneE
or nelr
polnta
the cam-folloFer
of
the ignitlon
polnt
aet
weara
rapldly inltlally.
Reaetting
of contactB
laay therefot'e be
nece6sary
after eorne
tlme. The breaker contaets
are
accesaible
after
removal of the retind starter
and the
starting
pul1ey,
Tbe
Eagneto
hcuslnq
(fl).rhee1)
need not be re!,oved.
Once carn follower has
ItpollBheil
inn
and
points
are re-adjusted, Bettlng6 Hill hold
for
eonslcerable
tl.me.
To
check vbether the ignition timing
ie
qorrect
there ls
an
affolt
on the fan houslng,
Further,
there
are
two
Bc!'ibe
rnarks
on tbe
magneto housing,
one
for each
oyllnder,
trhen
the acribe
rnark for the cytinder concerned
llnes
up with the arrov,
the
lgnitlon
points
Bhould
iust
bave broken-
contact, thua
triggering the
lgnltlon
Epark. If setting8
are
correct, thl.B
would
comespond to a
firing
point
vrith.a tolerance
of between 1,81 and 2.r5
.nn
ar .072
and
.092 inch
in
pistor,
tflovement
lglglg
the
piston
reaches
the
top of tbe stroke.
Use
a dlal
indicator
tool. in8talled in the spark
plug
hole.
I0NITION
TII'1IN0
(mark6
procedure
)
1) Dlaconnect spark
plug
pLres
and remove 6park
pLugs,
2,
Renove reirinal
atarter assembly
from engine,
the fan
protector
anal starting
pulley.
Noter Thc gplg breaker
point
set controla
the
pagneto
alde
g1ston
anal
the
f!Jg!
breaker
point
then rernove
tlming
of
the
aet
control
a
the
P.&q!
Elqe
plston.
,)
Rogate crankshaft until breaker
points
vi61b1e
thiough
fly{heel
are
fuLly
opened,
AdJust
point
Betting to
.O72 to
-ar6
lnch urlng a feeletr
gauge
and
ecrew
drlver', aa
lllustratetl.
Repeat
procedure
for
other set
of
points.
AdjuEt
both sldeE
equally.
-L2-
NOTE!
Breaker
poLnt gap
can
change upon tightening. Always
recheck after
t lghtenlng,
q)
PulI back the
rubber
boot fron
the
double lead wire from
both external
coils. Connect
one end of a timing tight
(flaEh-
tlght type) or a
tone ti.nrer to the double
lead
wire connection
(nag
elde). Connect the other wire
to
a
good
metal
connection
en
englne
(ground).
5)
Turn titning instrunent on. Insure tbat
igniti.on switch
is on,
Rotate crankshaft untiL mag
side
piston
approaches
top dead
centre and tl.ming
narks
align, The
timing
light
shoultl
fluctuate
or tone signal
vary,
If not, then slacken the
tuo
arhature
plate
retalning acrewa and Totate the
ptate
till
markE
and tining
fluctuatlon a1ign, then retighten
retaining Ecreqs.
NOTE: Tirning
may
change upon
tightening screwa, Recheck and
correct as neeessary,
6)
Dlsconnect
timing instrunent wire from nag
side connection,
then reconnect lt to
the double wire conneetlon
on
polrer
take
off
colL nlre
Leading fron
engine. Rotate crankshaft until
PTO
side
piston
approaehes
top
dead
centre, As soon as tining
rnarks
allgn, tlmlng light
should
fluctuate,
or tone signal sound
level Ehould
vary.
NOTE: If
neceaaary to
adjust,
proceed
as
followa:
-
if tinlng
is too early, decrease
breaker
point
gap
toward
Lower llmlt,
1.e. 0, 30 rutr
(
.
o12''),
then
recbeck timlng,
-
lf
tlrDl.ng
Is too late, increase
breaken
point
gap
toward
upper
IInit,
i,e. 0,
4o
mn
(
.
oI5n),
then
recheck
tininB.
Too
ear
Turn
arnature
plate
clock
ise
Too
earIYi
Decrease
Point
gap
\,/
\
mark
Too late:
Turn
armature
Plate
'
counie
r-
closkwige
Too late:
fncrease
point
gap
?) l,ihen
correct
tlntng
ls
achleved,
check
Pole
shoe
breatavay
gap.
The
gap lrust
be
iritlin
I to
l?En
or
o.3
to
0'69
ln'
(see
tllustlation)
\r'hen
the nark
on
fllruhee1
colresponCs
'ritlL
nark
on fan
housinq'
If t-he
breala$ay
gaP ls
out
of
tolelance'
the
f1!
dbeel
InaY
have
cranlshaft
'
Fe!0ove
f:)a'teef
and
insPect
taPe!
and
key'
RePair
edge
ca
rdb
oa!"d
striP
o
8)
once cottpteteil.
leconnect
afl
wlres,
replace
"v"
belt
pulley and
starter
cup'
Replace
rerlnil
stalte!
aIId fan
ProtecEol'
NOIE:
!'lag
ana
PTO
coifs
are
wire'l
lnversety
fol
correct
outPut
of
lqnitton'
If
ln
alodbt,
c$eck
willng
iliagra&'
NotE:
-
uagneto
houslnq
(fl)rvheel) ltut
-
On
5O3 englDe
only,
hex nut
u22
x
1'5 ls
not
seclre'l
wlth
locrrrE
anil
sholl'l
be re-tolqueal
(9o
NI'l
-
8oo Lb'ln')
after
ttle
flrst
10
houls and
then
after
evely
20 hours.
turneal
on
the
lf necessarY.
.c9
-1{-
SECTICN
II
SPECIAL
ffiATINC
$DITI0,S
Fl.oat
flyinq
off
watet 16 a falrly
lare occurrence ln
Gleat
alitaln,
but 1f
you
do
fly off
water
tlere
ale
dangers to
your
engine
you
\.,onrt experience
on
land.
SoDe
of
t-hese
danger6 ale t
ate! lngestion on tale-off
or landing
due to
spray
anal splash,
tracklrlg
of
hlgh
ten-slon spark, corroslon,
electrolysls,
and
lrolst
of all
unlntentional aubEerslon, slnllar
probleDs
can
exist 1f
flytng close
to tle
coast
or
off beaches, s'hel.e salt anal sand
can
afso
be a hazald.
rhe
htgh carboD
content of
htgh
quality
bearlngs,
crar*shaft
etc. are
highly
susceptlble
t! colroslon.
Slmthettc olls, although
good
lubrtcants, often attract
Eolsture rathe!
than repel
lt.
I
e
gooa quallty
air
intale
systeD
{1.e.
K & N oll- lDpregnated
fllter}
will
plevent
Ioost
plobleEs.
lO.y
rfft.t eleEents
{paper
tt'pe
)
are not acceptable
especially 1D rootst
condltions. They FiII a.bsolb rat€r
and choke the engine causing
over rlch
carburetlon Dlxto.res
whlc-tr
result ln enqlne
Dolrer
foss.
I
e
pre-flignt
spray over tfre exposed lgnltlon coroponents l,ith
a
water
:.epelent
splay wtU help
to
plevent
elect).lcal
plobleEs
ilue to
t{ate!
anal salt.
NOTE:
lrost englnes
are
fttted
vith
nolse leductlon
kit
consistlng of an lntE-ke
sllencer and after Euffler. ReEoval of the lntake silencer
{of fltttng,
if
t}le
engine vas supplied l'it})out one,) v111
necessltate
alteratlons to
t}le
carburetter
calibratloD.
Englne
danage could lesult
if
carburetler ls not
,etted
correctly.
EnquLre
at
your
ileale:. for
nore lnfornation.
I
on aircraft equipped
wftn
englne cowllngs
you
must
ensure blowe!
lnlet
size ls
not restricteC aid exit lE double ehe lnlet area. there shoulai be no
circulatton
b€tween Lr,1et and exit on col'11nq.
CARBT'RTTTER ICING In coDEon nLtl
all sildla!
calburetters, tclng 1n t-be throat
of t!,e carburetter can occrE unde!
certaln
conditlons,
partlcularly
Fben tl1e alr
tebperature
ls lcw and
the
hreidity hlgh. Excessive
lcing can cause
rough
rLnrinq,
a stickitlg tirottle, and
posslbly
total engine
failure. Even
slight lclng,
'"_hich
oay be undetected, caD cause
ploblebs
as lce
fofireal
1n
the carburettor
lrill
$elt
.)
rlhen t}e englne
ls
stopped.
and can tric}le dolrn lnto
t-he float chaDber
whlch
bay
teail
to a
blocked
Jet
and an englne fa11u!e on the subsequent flight. A carburetter
':
heatlng
systeE
ts avatlable
to
countelact t}|ls lctng
plobleE. If
a heating systeE
1s not fitted, elthe! avolil operating
ln
condltlons \rhere tcing nay occur, or, lf
you
suspect 1cln9,
make
frequent
ple-fught
checks
to
dete&lne whether there are
,ate! &opfets ln tne float chaEb€r
by renovlDg
the
boul
anal
lnst)ectlng
b€fore each
fltoht.
sEcrroN 12
A
l**"t*
rt ls recoro'enitetl
co[ponents or systeEs
not coveretl
IlAI NTENANCE SCHEDUI.f
you
have
deale! assistalrce
pe!loalically
for
by thls 'lanual.
I
Ot""onr,""t spark plug
leaals fo! afl Ealrtenance anal tnspectlon plocedures.
once
per
week
for a norDal
duty cycle or avelage
fllght.
largely
on the
typ€ of duty the engine ls subjected
to.
Englne rl,eat
is dependent
Severe
or
lnterEdttent
engine operatlon will
result ln Duch
nore laptd engine wea!
per
hou! tian
steaaly coDtinuous operatlon.
ff the
englne l.s not
gotng
to be useal
for 20
to 30
ilays
o! Eore,
consuft storage
procedules
ln thls
sectlon.
Thorough ltspections and checks
rcust be nade
aluring
the
|
".*".
tlnes
are based
on avelage use, assuning
englne is rrrrr at'
least
flrst
houls
of
tn tolerance.
operatlon,
to ensure that all components
have
reEaiDed t19ht
and
Fal]ure
to do so coulil leaal to
pletiature
englne
fatlure.
lhls ls an
a.bbrevlateal Eaintenance schedulei partlcular procedures
are
explatned
ln
Eo.e
detall else}fiere ln thls
Eanual.
PRE-FIIGIIT
qEECK
Eust t!€ callled out before
every
fllght.
Vlsual check of engine
anal
gearlrox
for
loose
nuts anal bofts,
oil leaks, locse
wlring
connections, chafed wlres, security
of spark
plug
caps, security
of
plopeller
Eouttt1ng. securlty of fuel 1ines.
Oreck
propeller
for chtps and
ot-he! dabage.
Check
propeller
shaft bearing
for
play
-
lf any
play
is
evident do not
fIy.
Check exhaust s)stem
for cracks, check exlaust Dountlngs
and coupling
spflngs.
Check fafl belt has
not broken by tutrdng englne
using tewind starte!
obsetvlng
cooling fan turarlng.
If
prevlous
flylDq
condltlonE have
beeD ltkely
to cruse calburetter
icing.
unctlp
carburetter
float chaDber
anil check
for
water
conta.Etnatton.
}FTER
FIFST
EOUR
(GROU}ID
RI'NNTNG
BREAX IN ONLY)
A;l!!<t.:rhrrYAi+ai
Carry
out
pre-fllght
cte* above.
AT:IER EIRST 2 HOUT5
Re tolque englne
ct'llnder
heatl.
rFiFp FIFiT
q
ur,rD:
Fe_ trEh!en
Exbaust
nanifoLd screws.
AI"IER FTFST 10
EOI'Rs
Check
contact
brea.ker
polnts gap
anal
lgnitlon
tlnlng
check
condition
of spark
plugs
Check englne
and redrctlon
gearbox
Dounting
nuts
drect fan belt
tensloh
Check al! ftltratton
syslen
Check fuel ft
ltratlon syste$
check
for
locse lruts and
bolts
or€ck llghting systeB
(1f
useil)
Check
conilitlon
of reirlnd starte! lope
Re
torque Eaqneto
housing
(fl!'wheel)
nut
(5o3
englne only)
chaDge
redDctlon
Eearttox
o11
Carry
out
t-hofough
pre-fllght
check
as
above.
EVERY IO I]OI,IRS
Re
torque
agneto
houslng
(fl]'whee1)
nut
(5o3
engtne only)
EVERY 50 FOUF.S
oR ANNUAILY
(which€ve!
cones flrst)
check
conalltlon
of
spalk
plugs
check red\.ctjon
gearbox
011
1evel
cieck
fan
belt tension
check
fuel
flltration
systeD
aleck
ai! filtration
systeE
EI/ERY 20 EOURS
Check
contact
br€aler
polnts
gap
d)eck tgnitton
ttDlng
Decarbonlse lf necessary
Fe torque c)'l1nder
head
nuts
Re tolque
gearbox Eountlng nuts
Re
tolque
englne
nountlng nuts
ReFlace sFark
plugs
if lrecessary
EVERY 1OO EOURS
oR
EVERY
2 YEI\RS
{whicheve!
coDres first)
.i
I
Check reduction
geatbox
for
*ear antl sbock
absorbe! sprlng
preLoaal
check
alaphragns
and
gasket
in fuel
PUmp
-
rePlace lf necessaly
EVERY 2oo SOURS,
OR S@NER
IF A IPSS
IN
POWER IS SUSPE(TED
Check
cyllnaler
bores
for
$ea! or
daDag€
Check
plstons
fo!
wear
o! da.Dage
check
pl6ton
lings for sticklng
tn tiell
grooves
ca!!y out coErpresslon
check
.j
)-
I
f
-r7-
.
i:
SPARK
PLUCS:
Due
to
varying
fuel
properties
etc.'
check
every
10
houra of
operation.
Beplace aa
required or annuafly,
-
proyiding
spark
plug
heat range and
the carburetor
callbration
are correct, the spark
plugs
will
have a
bro!.nish
tinge
at the electrodea
of both
spark
plugs
after
full
load
operatlon,
One sooty spark
ptug
by itsetf
usually lndicates
a
baal
plug
or faulty ignition system to that
plug
in
a sound
englne.
If both
plugs
are sooty
ith
oil. deposits,
carbu!'ation
and
air
syaten
ahouLd
be
checked.
A1ways change both
plugs
if
possi.ble,
Never interchange
plugs
fron one cylinder to
the
other.
If both
pluBs
have
I'white'r
electrodes
with
I'me1t'r
droplets'
firet suspect
lean
nixture. If
calibration
is correct and there
lg no evldence
of
nanifold leaks
ot'
lack of fuel, change the
plugE
to a
colder range. Do check if cooling systen is operatlng
correct
ly .
AI
ntt..,tton;
Heavy oi1 deposits on
the
electrodes
and
Lnsulator
cause englne troubles
and have
to
be
renoved
regularly
(every
10 hours
)
,
ff, after cleaning
or changing
the spark
pfug8, you
still.
have an ignitlon
problem,
check to see
if
only one cylinder is
affected
or both are.
Some thought to what
is
common
to
both
aystens
or only
one will isolate the
problen
more
efficiently,
If no external
fault is
found,
the ignition
uni.t nust
be
checked.
Never
clean 2-cycle spark
plugs
with
abrasive
cleaners.
Renenber to correctly
gap yourplugs
with a
wire
gauge
-
0,{ to
0,5
n[!
or ,015 to ,020 in,
spark
plugs
rnust be
torqued
to 27
Nn or
240 in.lb.
.i
i
t
a
eg
I
-re-
lio nct operate tlre engine if the rewind starter
itj
defecti.;e.
I
t
@
9
ob,u
ttl
JI}
a
c{,lLr1,l0 slsrEM
I
fnspect fan
belt
tensl.on every
10 hours.
Replase
belt if
frased or can
be ten3loned
no Longer
to epecification.
The
tenslon of the
V-belt
can
be adjusted by shins betHeen
the \t-belt
pulley
half and
the
fan
(resp,
the
protection
sheaye
on
503).
The
V-belt
lB
correctly
tensioned xhen
lt can be
dep,-ee$€al
8
+.9
EE
(1/{i)with
nortral
finger
presaure
(in
the
Eldd-r.e
betxeen
the
2 V-belt sheaveE).
REI.'IND STARfER
Check
cord candition every
10
hours.
Replace
when worn
or trayed.
To ehange the starter rope, follow the
pr:ocedure
outlined
(the
nunbers etated in bracketa refer to the illust.ation).
Flrsg
rg,oove the
rewind
slarter assernbly
fron
the engine.
s?cond, rerDve the snap rins
(9),
loop spring
(8),
clrclip
(7),
pawl
lock
(6),
and
the
ta,r
(5).
Pull out the ata.ter
rope fully to the end,
hold atarter
hcueing
(1)
and rope sheave
(J)
together
in their
pcsition.
There
is an apening
in the rope sbeave,
The
key
clanp
(4)
vlslble
r'n
ibe opening has to
be
puehed
out in the oppoeite
serse
of tbe
pulling
dj.rection.
Pull
the rope out
of the rope
iheave,
Tben
insert
the
new star-ter
rope
inlo the -a
pe
shea?e!
rrcunt
r.he
key c1€Lnp in the s aj-ne
position
as it !.'as befire
and !,eniount
the
partB
5,
6,
7,
8, and
9.
Jl
L:;....,1ilgri
Do
not
rer0oee spring container
(2),
this might
cause
in,;'qries ,
\o
d
/
