Rotax 447 UL SCDI User manual

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

3

5

6

7

8

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

[email protected] 1f tie

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

Rotax 447 UL SCDI User manual

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Rotax 447 UL SCDI User manual

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