|
|
|
|
|
The airplane is powered by a
horizontally-opposed, four-cylinder, overhead-valve, air-cooled, carbureted
engine with a wet sump oil system. The engine is a Lycoming Model 0-360-FlAG and
is rated at 180 horsepower at 2700 RPM. Major accessories include a starter,
belt-driven alternator, and propeller governor on the front of the engine and
dual magnetos, fuel pump, vacuum pump, and full-flow oil filter on the rear of
the engine.
Engine manifold pressure is controlled by a throttle located on the center area of the switch and control panel. The throttle operates in a conventional manner: in the full forward position, the throttle is open, and in the full aft position, it is closed. A friction lock, which is a round knurled disk, is located at the base of the throttle and is operated by rotating the lock clockwise to increase friction or counterclockwise to decrease it.
The mixture control, mounted
near the propeller control, is a red knob with raised points around the
circumference and is equipped with a lock button in the end of the knob. The
rich position is full forward, and full aft is the idle cut-off position. For
small adjustments, the control maybe moved forward by rotating the knob
clockwise, and aft by rotating the knob counterclockwise. For rapid or large
adjustments, the knob may be moved forward or aft by depressing the lock button
in the end of the control, and then positioning the control as
desired.
Engine operation is monitored by the following instruments: oil pressure gage, oil temperature gage, cylinder head temperature gage, tachometer, manifold pressure gage and fuel pressure gage. An economy mixture (EGT) indicator and carburetor air temperature gage are also available.
The oil pressure gage, located on the left side of the instrument panel, is operated by oil pressure. A direct pressure oil line from the engine deliv ers oil at engine operating pressure to the oil pressure gage. Gage mark ings indicate that minimum idling pressure is * 25 PSI (red line), the normal operating range is *60 to 90 PSI (green arc), and maximum pressure is 100 PSI (red line).
Oil temperature is indicated by a gage below the oil pressure gage. The gage is operated by an electrical resistance type temperature sensor which receives power from the airplane electrical system. Gage markings indicate the normal operating range (green arc) which is 100 F (38 C) to 245 F (118 C), and the maximum (red line) which is 245 F (118 C).
The cylinder head temperature gage, adjacent to the oil temperature gage, is operated by an electrical-resistance type temperature sensor on the engine which receives power from the airplane electrical system. Gage markings indicate the normal operating range (green arc) which is 200 F (93 C) to 500 F (260 C) and the maximum (red line) which is 500 F (260 C).
The engine-driven mechanical tachometer is located on the lower right side of the pilot's control column. The instrument is calibrated in incre ments of 100 RPM and indicates both engine and propeller speed. An hour meter below the center of the tachometer dial records elapsed engine time in hours and tenths. Instrument markings include a normal operating range (multiple width green arc) of 2100 to 2700 RPM, and a maximum (red line) of 2700 RPM.
The manifold pressure gage is located on the lower left side of the pilot's control column. The gage is direct reading and indicates induction air manifold pressure in inches of mercury. It has a normal operating range (green arc) of 15 to 25 inches of mercury.
The fuel pressure gage, located on the upper left side of the instrument panel, indicates fuel pressure to the carburetor. Gage markings indicate that minimum pressure is 0.5 PSI (red line), normal operating range is 0.5 to 8 PSI (green arc), and maximum pressure is 8 PSI (red line).
An economy mixture (EGT) indicator is available for the airplane and is located on the right side of the instrument panel. A thermocouple probe in the right exhaust stack assembly measures exhaust gas temperature and transmits it to the indicator. The indicator serves as a visual aid to the pilot in adjusting the mixture during climb or cruise as described in Section 4. Exhaust gas temperature varies with fuel-to-air ratio, power, and RPM. However, the difference between the peak EGT and the EGT at the desired mixture setting is essentially constant and this provides a useful leaning aid. The indicator is equipped with a manually positioned reference pointer which is especially useful for leaning during climb.
A carburetor air temperature
gage is available for the airplane. Details of this gage are presented in
Section 9, Supplements.
NEW ENGINE BREAK-IN AND OPERATION
The engine underwent a run-in at
the factory and is ready for the full range of use. It is, however, suggested
that cruising be accomplished at a minimum of 75% power until a total of 25
hours has accumulated or oil consumption has stabilized. This will ensure proper
seating of the rings.
Oil for engine lubrication and propeller governor operation is supp lied from a sump on the bottom of the engine. The capacity of the engine sump is 8 quarts (one additional quart is required for the full flow oil filter). Oil is drawn from the sump through an oil suction strainer screen into the engine-driven oil pump. From the pump, oil is routed to a bypass valve. If the oil is cold, the bypass valve allows the oil to bypass the oil cooler and go directly from the pump to the full flow oil filter. If the oil is hot, the bypass valve routes the oil out of the accessory housing and into a flexible hose leading to the oil cooler on the upper right side of the engine. Pressure oil from the cooler returns to the accessory housing where it passes through the oil filter. The filtered oil then enters a pressure relief valve which regulates engine oil pressure by allowing excessive oil to return to the sump while the balance of the oil is circulated to various engine parts for lubrication. Residual oil is returned to the sump by gravity flow.
An oil filler cap/oil dipstick is located at the rear of the engine on the right side. The filler cap/dipstick is accessible through an access door in the engine cowling. The engine should not be operated on less the five quarts of oil. To minimize loss of oil through the breather, fill to seven quarts for normal flights of less than three hours. For extended flight, fill to eight quarts (dipstick indication only). For engine oil grade and specifications, refer to Section 8 of this handbook.
An oil quick-drain valve is installed on the bottom of the oil sump, to provide a quick, clean method of draining the engine oil. To drain the oil, slip a hose overthe end of the valve and push upward on the end of the valve until it snaps into the open position. Spring clips will hold the valve open. After draining, use a suitable tool to snap the valve into the extended (closed) position and remove the drain hose.
Whenever the oil is drained from
the sump, it must also be drained from the oil cooler. This is accomplished
by removing the cap at the tee fitting on the oil cooler. Refer to the Service
Manual for the correct procedure for refilling the sump to prevent an air lock
in the oil cooler.
|
|
|
|
|