ENGINE MANUAL
Operation / Maintenance / Installation
IAE50R – AA
Doc. No.
: E1.01.05 – E
Revision
:6
Date of Revision
: 10 March 2011
The technical information contained in this document has been approved under the
authority of DOA No. EASA.21J.399 in conjunction with the Mandatory Design
Change MDC E1 - 116.
Affected Pages:
Chapter
Page
all
all
Instruction:
- Replace the affected pages of the original manual with the
pages contained in this revision.
Austro Engine GmbH
Rudolf - Diesel – Straße 11
A – 2700 Wiener Neustadt
Austria
IAE50R-AA
Engine Manual
FOREWORD
We congratulate you on the acquisition of your new Austro Engine GmbH IAE50R-AA.
Skillful operation of the engine increases both safety and the enjoyment of flying. Please take
the time therefore, to familiarize yourself with your new IAE50R-AA.
This engine may only be operated in accordance with the procedures and operating limitations
of the Engine
This document is protected by copyright. All associated rights, in particular those of
translation, reprinting, radio transmission, reproduction by photo-mechanical or similar means
and storing in data processing facilities, in whole or part, are reserved.
Austro Engine is a part of Diamond Aircraft Industries GmbH.
Copyright © by:
AUSTRO ENGINE GMBH
Rudolf – Diesel - Strasse 11
A – 2700 Wiener Neustadt
Austria
Phone :
+43 – 2622 – 23 000
Fax
+43 – 2622 – 23 000 2655
:
E-Mail :
Doc. No. E1.01.05-E
office@austroengine.at
Rev. 6
10-March-2011
Page 1-1
IAE50R-AA
1.1
Engine Manual
Record of Revisions
All revisions of this manual, with the exception of 
Temporary Revisions
must be recorded in the following table. Revisions of approved chapters require the
countersignature of Austro Control GmbH.
The new or amended text is indicated by a vertical black line at the right hand side of the
revised page, with the revision number and data appearing at the bottom of the page.
If pages are revised which contain information valid for your particular serial number
(modification level of the engine, Equipment Inventory, etc.), then this information must be
transferred to the new pages in hand–writing.
Temporary revisions, if applicable, are inserted behind the cover page of this manual.
Temporary revisions are used to provide information on systems or equipment until the next
‘permanent’ revision of the Engine Manual. When a ‘permanent’ revision covers a Mandatory
or Optional Design Change (MDC or ODC), then the corresponding temporary revision is
superseded.
It is the responsibility of the operator to ensure that this manual is maintained to a current
status.
If you move, or the ownership of the engine/aircraft changes, please complete the change of
address card and send it to Austro Engine.
Doc. No. E1.01.05-E
Rev. 6
10-March-2011
Page 1-2
IAE50R-AA
Rev.
No.
Engine Manual
Reason
Chapter
Editorial
5.2.3
Page(s)
Date of
Revision
Part No
Correction
Page
numbering
6
5.2.4
6
11.1
26
all
all
1.2
1-4
1.3
1-5
8.2.1
8.2.4
8.6.4
9.4
9.5.1
2
Editorial
Changes
13.3
13-1
3
4
13-4
10-04-06
14-2
19-2
19.2
19-3
19.4
19-4
20.0
20-2
12.1
12-1
New spark
1.1
1-3
plug
1.2
1-4
implemented
11.1
11-1
1.1
1-3
1.2
1-4
8.4
8-2
11.1
11-1
Doc. No. E1.01.05-E
-
14-1
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No. changed
-
15-02-06
13-5
17-1
Interval
-
9-3
17.2
Maintenance
-
8-5
12-2
14.1
Date
Inserted
8-1
12.2
13.5.5
Date of
Approval
5
changes
1
Approval
Rev. 6
22-11-06
10-11-08
10-March-2011
Page 1-3
Signature
IAE50R-AA
5
Engine Manual
1.1
1-3,1-4
Editorial
1.2
1-5
change
8.4
8-1
11.1
11-1
all
all
08-07-09
All Diamond
Logos
changed to
6
Austro
Engine Logo.
10-03-11
Oil
specification
changed
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Page 1-4
IAE50R-AA
1.2
Ch.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
Engine Manual
LIST OF EFFECTIVE PAGES
Page
1-1
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Doc. No. E1.01.05-E
Date
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Ch.
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IAE50R-AA
1.3
Engine Manual
TABLE OF CONTENTS
Chapter
INTRODUCTION
(a non-approved chapter) .......................................................................................................... 1
PREFACE
(a non-approved chapter) .......................................................................................................... 2
SAFETY INFORMATION
(a non-approved chapter) .......................................................................................................... 3
(RESERVED)
(a non-approved chapter) .......................................................................................................... 4
GENERAL ENGINE DATA
(a non-approved chapter) .......................................................................................................... 5
OPERATING DATA / LIMITATIONS
(an approved chapter) ............................................................................................................... 6
COMPONENTS
(a non-approved chapter) .......................................................................................................... 7
DECRIPTIONS OF SYSTEMS
(a non-approved chapter) .......................................................................................................... 8
OPERATING THE ENGINE
(a non-approved chapter) .......................................................................................................... 9
ENGINE EMERGENCY PROCEDURES
(a non-approved chapter) ........................................................................................................ 10
MAINTENANCE NOTES
(a non-approved chapter) ........................................................................................................ 11
SCHEDULED MAINTENANCE
(a non-approved chapter) ........................................................................................................ 12
COOLING SYSTEM
(a non-approved chapter) ........................................................................................................ 13
ENGINE INTERNAL INSPECTION
(a non-approved chapter) ........................................................................................................ 14
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Page 1-6
IAE50R-AA
Engine Manual
GROUND RUN
(a non-approved chapter) ........................................................................................................ 15
MAINTENANCE AND OVERHAUL
(a non-approved chapter) ........................................................................................................ 16
TROUBLE SHOOTING
(a non-approved chapter) ........................................................................................................ 17
APPENDICES
(a non-approved chapter) ........................................................................................................ 18
NOTES FOR INSTALLERS OF ENGINES
(a non-approved chapter) ........................................................................................................ 19
ELECTRONIC COMPONENTS CAPABILITY
(a non-approved chapter) ........................................................................................................ 20
CONTROL SYSTEM RELIABILITY
(a non-approved chapter) ........................................................................................................ 21
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Page 1-7
IAE50R-AA
2.0
Engine Manual
PREFACE
Every reasonable effort has been made to ensure that the information contained in this
publication is correct when going to print.
However, as Austro Engine GmbH policy is one of continuous improvement, the information
given here may be superseded over a period of time by manual revisions or temporary by
Service Bulletins.
THIS MANUAL IS PUBLISHED BY:
Austro Engine GmbH
Rudolf – Diesel – Straße 11
A – 2700 Wiener Neustadt
Tel.: +43 – 2622 – 23000
Fax.: +43 – 2622 – 23000 2711
Internet: www.austroengine.at
This manual is for use with engines specified by Engine Type Certificate Data Sheet No
EASA.E.085.
Doc. No. E1.01.05-E
Rev. 6
10-March-2011
Page 2-1
IAE50R-AA
3.0
Engine Manual
SAFETY INFORMATION
The instructions in this manual have been compiled to assist pilots and personnel responsible
for maintenance in the correct operation of the engines produced by Austro Engine GmbH .
Only correct operation and maintenance can ensure optimum availability throughout engine
life.
No recommendation in this manual absolves operators from compliance with any official
directive that may be issued by the controlling aviation authority of any country concerned, or
with any relevant Austro Engine GmbH Service Bulletins.
Austro Engine GmbH personnel are always happy to answer queries or give advice on
individual service problems. All queries to Austro Engine GmbH should be accompanied by
details of the engine model and serial number, hours operated and any other relevant
information.
3.1
Safety Symbols
NOTE !
A note symbol shows an additional significant information.
CAUTION!
A caution symbol indicates special procedures which should
be followed to avoid the risk of serious damage to engine or
to components.
WARNING!
A warning symbol indicates special procedures, which must be
followed to avoid the risk of death or serious injury to persons.
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Page 3-1
IAE50R-AA
3.2
Engine Manual
Model Designation Breakdown
3.3
NOTE!
It is strongly recommended that only genuine, quality–assured,
replacement
spare
parts
are
used
when
carrying
out
maintenance operations on this engine.
The use of parts not approved by Austro Engine GmbH may
significantly affect the performance, reliability and life of the
engine and may hazard the operator.
WARNING!
The use of parts not approved by Austro Engine GmbH may
invalidate the Engine Certification.
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IAE50R-AA
4.0
Engine Manual
Reserved
Intentionally left blank
Doc. No. E1.01.05-E
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Page 4-1
IAE50R-AA
Engine Manual
5.0
GENERAL ENGINE DATA
5.1
Description
Wankel type rotary, single rotor, dual spark ignition, liquid cooled rotor housing, forced air
cooled rotor, ‘Flytronic’ engine management, normal aspirated.
5.2.
Technical data
5.2.1
Design Responsibility
Austro Engine GmbH
Rudolf – Diesel – Straße 11
A – 2700 Wiener Neustadt
Austria
5.2.2
Certification
Certification Basis: JAR – 22, Subpart H, at Change 5 effective 28/10/95 January 1986
together with AMJ20X section 3 JAR E at change 19.
5.2.3
Engine Particulars
Design
Single rotor Wankel–type rotary engine
Eccentricity
11.6 mm
Width of Housing
68.2 mm
Generating Radius
69.0 mm
Compression Ratio
9:1
Swept Volume
294 ccm
Rotor
Cast iron internally cooled by a belt driven centrifugal
fan.
Main and End Housing
Aluminium alloy castings, cooled with a pump
circulated
supporting
pressurized
an
optional
water–glycol
oil
mixture
separator
and
assembly
(supplied by the installer mounted directly onto the
outlet casting).
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Page 5-1
IAE50R-AA
Engine Manual
Eccentric Shaft
Hardened and ground alloy steel. The complete
rotating assembly is in full dynamic balance to
minimise vibration, achieved by counter weighting
each end of the assembly. Both the main and rotor
bearings are rolling element types.
Flywheel
Cast iron fitted with an induction–hardened steel
starter ring gear.
5.2.4
Out – put Drive
Take from the eccentric shaft via a woodruff key.
Rotation Direction
The eccentric shaft rotate in a clockwise direction
when viewed from the driving side of the engine.
5.2.5
Net Dry Weight
Approximately 59.5 lbs. (27 kg)
5.2.6
Cooling
Approximately 90% of surplus heat is rejected into the
liquid cooling system; the balance is rejected via rotor
cooling air.
Coolant
50 : 50 Distilled Water – Ethylene Glycol mix
Silkolene PRO–COOL (or equivalent)
5.2.7
Fuel Specification
AVGAS 100LL
EUROSUPER, ROZ 95, in accordance with EN228
or equivalents.
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Page 5-2
IAE50R-AA
5.2.8
Engine Manual
Pressure to Fuel Injector
Nominal 3 bar, operation range 2.8 bar to 3.2 bar
Controlled by a pressure regulator.
5.2.9
Lubrication
Lubrication of all bearings and rubbing surfaces is
achieved via two lines from the oil metering unit driven
off the water pump. The flow rate of the metering unit
is calibrated and must not be adjusted. Use only
approved engines oils.
Oil Separator
An optional oil separator is recommended. The
separator is to be supplied by the engine installer.
5.2.10 Oil Specification
Silkolene Comp 2 Premix (Not comp 2 Injector)
Castrol XR77 (EMPA specification 417478/01)
Castrol Power 1 Racing 2T (API TC+, JASO FD, ISO EGD)
AeroShell Oil Sport Plus2 (API TC)
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Page 5-3
IAE50R-AA
6.0
Engine Manual
OPERATING DATA / LIMITATIONS:
Static sea level ratings under the following conditions:
- International Standard Atmospheric conditions at seal level
- Generator functioning
- Liquid coolant outlet temperature 65 °C (± 5 °C)
- Standard induction pipe fitted with filter
- Power measured at eccentric shaft output
- Approved fuels
- Test bed exhaust used
6.1
Maximum Take – off Rating
Max. T/O – Power (minimum)
37.3. kW (50 BHP)
(Value quoted includes losses associated
with intake exhaust conditions specified.)
Max. T/O – RPM
7 750 RPM
Fuel consumption (max)
24 liters / hr
Exhaust back pressure
0.21 bar ± 0.04 bar (3 psi ± 0.5 psi)
at 7750 RPM with test bed system
6.2
Maximum Continuous Rating
Max. Cont. Power
35.8 kW (48 BHP)
Max. Cont. rpm
7 100 RPM
Fuel consumption (max)
18 liters / hr
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IAE50R-AA
6.2.1
Engine Manual
Power Curve
Fig. 1, Typical Power Curve
6.3
Operating Limitations
6.3.1
Engine RPM
6.3.2
Maximum for take–off ( for 3 mins)
7 750 RPM
Maximum Continuous
7 100 RPM
Maximum Overspeed (20 sec. limit)
8 000 RPM
Idle Minimum
2 500 RPM
Ambient Temperature Limits
Minimum Starting Ambient (without priming)
-10 °C
Maximum Ambient
+55 °C
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IAE50R-AA
6.3.3
6.3.4
6.3.5
Engine Manual
Liquid Coolant Temperature Limits
Maximum for Take–off
90 °C
Minimum for Take–off
60 °C
Maximum continuous
100°C
Rotor Cooling Air Outlet Temperature Limits
Maximum for Take–off (3 minutes)
120 °C
Maximum Continuous
110 °C
Exhaust Gas Temperature (EGT)
Maximum Exhaust Gas Temperature
6.3.6
6.3.7
970 °C
Fuel Pressure
Nominal Fuel Pressure
3 bar (43.5 psi)
Fuel Pressure Tolerance
± 0,2 bar (± 2.9 psi)
Altitude
The engine has been tested for use up to 14.000 ft pressure altitude
6.4
Manuals
Operation / Maintenance / Installation
Doc. No. E1.01.05–E
Overhaul Manual
MWE (D) 085
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IAE50R-AA
7.0
Engine Manual
COMPONENTS
Location of Components
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IAE50R-AA
Engine Manual
7.1
Description of Components
7.1.1
Rear Assemblies
These assemblies comprise of a back plate, with integral mounting lugs, water pump,
alternator, speed sensors, rotor cooling air fan assembly, oil pump and starter motor.
7.1.2
Front Assemblies
The front assemblies comprise of a water cooled end plate, temperature transmitter.
7.1.3
Centre and Rotating Assembly
The centre assembly comprises a rotor housing with passageways for liquid cooling.
Externally is the throttle body with fuel injector, spark plugs, and exhaust flange and, internally,
the eccentric shaft and rotor assembly.
7.1.4
Rotor Sealing
Rotor sealing is provided by the tip seals, side seals and corner seals with each seal being
spring loaded outwards. The corner seals placed at the junction of the side and tip seals
provide sealing at these critical locations.
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IAE50R-AA
Engine Manual
8.0
DESCRIPTOPN OF SYSTEMS
8.1
Flytronic System
The Flytronic Engine Management System monitors throttle setting and engine speed to
deliver the correct fuel setting and ignition timing for optimum performance and economy. A
signal output is available from the Management Unit to display error warning information to the
pilot by means of a coded flashing light.
The Flytronic management unit consumes 0.3 amps and receives its supply via duplicated
feeds from the aircraft bus bar (2 x 1 amp circuit breakers.)
8.2
Ignition System
8.2.1
Triggering
Two steps in the rim of the flywheel, nominally 180° apart, trigger each timing sensor. If a
sensor should become defective the Flytronic unit will automatically select the other and
provide a cockpit indication via a coded error warning signal.
8.2.2
Ignition
The spark plug pair are fired simultaneously, each by its own coil, triggered by the output from
the Flytronic unit. Each ignition switch interrupts the supply to its coil.
8.2.3
H.T. Leads
The inductive H.T. coils are connected to the spark plugs by copper–cored cable and resistive
plug caps.
8.2.4
Spark plugs
The specified spark plug type must be used; substitution with a non–approved type may
reduce engine power and reliability, and may cause mechanical damage to the engine.
8.3
Generator System
A flywheel mounted 18 amp brushless / bearing less generator, with a separate voltage control
regulator / rectifier unit, provides 14 volt DC supply to the aircraft bus bar.
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Page 8-1
IAE50R-AA
8.4
Engine Manual
Starter
The starter is an electric starter operated with 12 V, 50 A. It is of a Bendix Type, engaging the
gear when operated (refer to drawing no. R1A-90-000-000).
8.5
Fuel Injection System
8.5.1
Typical Schematic Fuel System (provided by engine installer)
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IAE50R-AA
8.5.2
Engine Manual
Timing
The throttle body assembly, including the throttle valve, injector, and fuel rail, is attached to the
rotor housing via a spacer block with tapping points for oil feeds and MAP sensors.
The correct fuel injection timing is provided by the same speed sensors, described in section
7.0 above, and the appropriate amount of fuel is delivered by controlling the “on–time” of the
injector. The “on–time” is determined by the Flytronic unit reflect engine speed, manifold
pressure and ambient conditions.
8.5.3
Fuel System
The fuel injector requires clean fuel at 3 bar ± 0.2 bar with a minimum return fuel of 80 liters
per hour.
Continuous circulation of fuel trough the rail removes heat from the injector and reduces the
risk of vapour locking.
8.5.4
Load Demand
Duplicated Manifold Absolute Pressure (MAP) sensors measure the load demand on the
engine. These sense the air pressure inside the throttle body as determined by the
combination of engine speed, throttle setting and ambient pressure. If either sensor should
become defective, the Flytronic unit will automatically select the other and provide a cockpit
indication via a coded error warning signal.
8.5.5
Throttle Valve Setting
As a flight safety measure, the throttle valve is set to return to wide–open throttle position by
the return spring in the event of disconnection from the throttle cable.
A spring–loaded adjuster screw on the throttle body controls idle speed setting.
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Page 8-3
IAE50R-AA
8.6
Cooling System
8.6.1
Liquid Cooling System
Engine Manual
Coolant Circuit Items
8.6.2
Water Pump
A water pump impeller, driven from the eccentric shaft via a tufnol drive coupling (a shear
point) is mounted at the rear of the engine and circulates coolant through the engine casting
and radiator.
8.6.3
Temperature Regulation
No thermostat is fitted. A minimum coolant temperature of 60 °C must be maintained and a
normal operating temperature of 70 °C is desirable.
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Page 8-4
IAE50R-AA
8.6.4
Engine Manual
Coolant Temperature Sensor
A temperature sensor is fitted to the engine in the front plate, for connecting to a temperature
gauge.
8.6.5
Coolant
Coolant is a 50 / 50 water – ethylene glycol mix. For details refer to Chapter 5.2.6
CAUTION !
The use of a pre–mix solution such as Silkolene Pro–Cool is
strongly recommended so that there is no variation in the
strength or the heat transfer properties of the coolant.
8.6.6
System Pressure
The cooling system is a closed loop system, designed for a working pressure of 0.9 bar
(13 psi).
8.6.7
Air cooling system
Lubrication of the eccentric shaft rear bearings is achieved by direct injection of oil from the
metering oil unit and results in an oil mist being entrained into the rotor cooling air system. The
oil mist, in turn, lubricates the rotor bearing, front main bearing and cools the inside of the
rotor.
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IAE50R-AA
8.6.8
Engine Manual
Rotor Cooling Air Parts
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IAE50R-AA
Engine Manual
9.0
OPERATING THE ENGINE
9.1
Starting Procedure and Warm–up
Starting
The settings, start and warm–up procedures for the first start of a newly installed engine are
obviously to be treated with the greatest care. However, all engines supplied by Austro Engine
GmbH will have been fully run–in and performance–tested prior to shipping.
NOTE !
If the engine fails to start after three attempts (normal maximum
starter engagement per attempt of five seconds) there is
something incorrect!
(Fuel, ignition, or outside air temperature).
Starting between -5 °C and -10 °C may require assistance for the
aircraft battery!
1)
Check coolant level, that the engine oil tank level is sufficient for flight / test and that
the fuel is sufficient, on, and water free.
2)
Set throttle slightly off the idle stop.
3)
Switch on battery and alternator.
4)
Switch on ignition – verify that all gauges / alarms are correct.
5)
Switch on both fuel pumps – verify that all gauges / alarms are correct.
6)
Switch on one Flytronic supply – verify error light on continuously (switch off).
7)
Switch on second Flytronic supply and verify error light on continuously (switch off).
8)
Switch on both Flytronic supplies and verify error light on continuously.
WARNING !
Ensure all personnel are clear of propeller and aware that the
engine is to be started.
9)
Crank the engine for 5 seconds (or less if the engine starts).
10)
If the engine fails to start, recheck switch positions and alarms.
11)
If cold start – repeat (9) at 15 second intervals.
12)
(See NOTES above for starting limitations).
13)
Allow engine to warm up at approximately 3 000 RPM to 50 °C.
14)
Check that the rpm rise is smooth and trouble free.
15)
A sudden liquid coolant temperature rise indicates air trapped in the system. In this
case the bleed procedure should be carried out (see 13.3)
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IAE50R-AA
Engine Manual
CAUTION !
During cold starts not more than 5 x 5 second start attempts in
any 3 minute period.
9.2
Engine Start down to Approximately -10 °C
The engine will start equally well with either permitted fuels.
9.3
Flytronic Alarm Patterns
When the engine is stopped and fault–free, the light will be on continuously whilst the ECU is
powered.
When the engine is running and fault–free, the error light will be out.
When an error is detected by the Flytronic unit, due either to a sensor failure, an out of range
indication or an internal unit fault, the error warning light will give an indication of the failure.
Error warning display is continuously light during engine operation. When the engine is
stopped, and there are errors, the light will flash with a coded message to indicate which fault
has occurred whilst the ECU is powered. Each error code consists of two numbers. These are
counted out in flashes in two groups (E.g. the code for 2 3: The light will flash twice – then on
steady for one second – and the flash three times).
If there is more than one error then each code will be flashed in sequence with 5 seconds
between codes.
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9.4
Engine Manual
Error Code Table
CODE
11
FAILURE ITEM
DESCRIPTION
ACTION BY PILOT
Manifold Press 1
Sensor faulty
None–Investigate on
Sensor
Not connected –
landing
Out of range
12
Manifold Press 2
Sensor faulty
None–Investigate on
Sensor
Not connected –
landing
Out of range
13
14
21
Air Temperature
Sensor short circuit or
None–Investigate on
Sensor
sensor low
landing
Rotor Cooling Air
Sensor open circuit or
None–Investigate on
Sensor
reading high
landing
Supply Voltage
Supply volts
See 8.6.2, then
investigate on landing
Engine Speed 1
22
Error or electronic
None–Investigate on
noise has been
landing
detected
23
24
31
42
43
44
9.5
Engine Speed 2
None–Investigate on
landing
Flytronic internal error
Possible electronic
Notify Austro Engine
noise on speed lines
GmbH after landing
Overspeed calculated
None–Investigate on
landing
Internal clock error
Notify Austro Engine
GmbH after landing
Flytronic internal error
Notify Austro Engine
GmbH after landing
Flytronic internal error
Notify Austro Engine
GmbH after landing
Ground Tests
(See 15.0)
9.5.1
Full Power Check
Set WOT and note RPM achieved in relation to the minimum acceptable value as defined in
the aircraft operating manual. Check that all instrumentation is functioning and that all
parameters are within limits. Check that single ignition drops are less than 300 RPM at 6 200
RPM.
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9.5.2
Engine Manual
Idle Check
Fully close the throttle and note rpm; it should be 2,500 RPM ± 100 RPM. Adjustment, if
required, is by the throttle stop screw on the throttle body. For method, and precautions, see
the aircraft manufacturer’s manual.
9.5.3
Stopping the Engine
It is usual to idle the engine for 2 to 3 minutes before stopping (to dissipate internal heat prior
to shut down) [see aircraft manufacturers operating manual].
Switching off either the ECU power, or ignition switches, or the fuel pumps will stop the
engine. The latter gives a short run down and dissipates pressure in the fuel lines.
9.6
Power Loss at Altitude
Performance at altitude is degraded due to a reduction in air density. The approximate power
available (at given RPM / throttle setting) is given in 6.2.1 for Sea Level.
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9.7
Engine Manual
Storage
General (installed engine).
Proper steps must be taken, on engines used infrequently, to lessen the possibility of
corrosion. This is especially true if the aircraft is based near the sea coast or in areas of high
humidity.
In all geographical areas the best method of preventing corrosion of internal parts of the
engine is to fly the aircraft at least once a week. Alternatively the engine should be run long
enough to reach normal operating temperatures.
9.7.1
Storage up to 90 Days
No special treatment is required for storage periods of up to 90 days.
The aircraft should be protected from the weather and excessively damp conditions.
9.7.2
Storage over 90 Days
NOTE !
The following procedures may require that the engine is
removed from the aircraft – see aircraft manufacturer’s
instructions.
CAUTION !
Never rotate the engine with the oil can nozzle still in the spark
plug or exhaust / inlet ports!
1)
To protect the internal of the engine it is recommended that additional engine oil be
introduced. This can, for example, be via the spark plug holes, the throttle body or the
exhaust and is determined by the aircraft manufacturer.
2)
Where appropriate, ensure all electrical circuits are off, and then manually rotate the
propeller shaft and engine.
3)
Inject 5cc of the prescribed engine lubrication oil through either spark plug hole in the
rotor housing. (See CAUTION! above)
4)
Rotate the engine through 1/3 revolution of the flywheel (by turning the propeller or
propeller shaft and hence the eccentric shaft, by hand).
5)
Repeat (3 & 4) five times.
6)
Rotate the engine through 6 revolutions of the flywheel then refit the spark plugs.
7)
Seal all inlets and exhaust openings to prevent moisture ingress.
8)
To protect the bearings and associated parts, engine oil should be introduced into the
area. The aircraft manufacturer describes the method by which this is achieved and
the instructions must be followed carefully.
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9)
Blank off all open holes.
10)
To protect the outside of the engine, anti corrosion oils of well–known oil companies
are recommended, such as:
Anticorit 5 of Messrs FUCHS, D – 6600 Mannheim, Germany
Lubrication Oil MTL – L – 644 B of MOBIL–OIL
Shell ENSIS Fluid 2360 of SHELL
RUST BAN 395 of ESSO
It is also ESSENTIAL that the fuel system be drained.
Items (1) to (3) should be carried out every 90 days.
9.7.3
Returning to Service from Storage
1)
Restore the engine to operation according to the Aircraft Manufacturers instructions.
2)
If the aircraft been laid–up for more than 6 months, please carry out 9.7.2 ((1) to (6)).
3)
Rotate the engine by hand several times to ensure that all excess oil is drained via the
spark plug holes.
4)
Clean and refit, or replace, the spark plugs.
5)
Check the engine for external damage or deterioration suffered during storage, and
rectify as necessary.
6)
Clean engine to remove inhibitor and remove all storage blanks.
7)
Refit engine in accordance with the aircraft manufacturer’s instructions.
CAUTION !
Stale fuel must NOT be reused!
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10.0 ENGINE EMERGENCY PROCEDURES
10.1
Fan Belt Failure
In the unlikely event of a fan belt failure, the indication will be a sudden rise in Rotor Cooling
Air temperature. The engine load / rpm should be reduced as much as is practical to prevent
further heat build up. If the rotor cooling outlet air temperature reaches 130 °C the engine
should, if possible, be switched off. Continued running of the engine under these conditions
will cause damage.
10.1.2 Charge Circuit Fail Alarm
In the unlikely event of a charging circuit failure, indicated by the appropriate alarm, the
electrical bus bar will be fed automatically from the battery. Any non–essential electrical items
should be switched off. The battery should be capable of providing sufficient power to run the
Flytronic unit etc. for a minimum of ½ hour. Reducing power will not significantly increase
engine–running time.
10.1.3 Low Oil in the Tank
In the unlikely event of low oil alarm the engine RPM should be reduced as much as is
practical. Flying time should be limited to a total of 10 minutes at this reduced power. Flying
under such conditions may cause damage to the engine.
10.1.4 Low Fuel Pressure
If low fuel pressure is indicated, the engine may stop or operate at reduced power and may
also indicated an excessively high exhaust temperature. Throttle setting should be adjusted, if
practical, to minimise excess temperature.
Continued operation at excess exhaust temperature will cause damage to the engine.
10.1.5 Rotor Cooling Air Temperature
If the rotor cooling air temperature rises above the specified limit, the engine should be shut
down as soon as possible. Continued operation at excess temperature is likely to cause
damage to the engine.
10.1.6 Water Temperature
If the water–cooling temperature rises above the specified limit, the engine should be shut
down as soon as possible. Continued operation at excess temperature is likely to cause
damage to the engine.
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11.0 MAINTENANCE NOTES
11.1
Austro Engine GmbH Available Consumables
R1A-06-000-803
Rotor Cooling Air Filter
R1A-06-000-805
Induction Air Filter
Engine Oil
see Chapter 5.2.10
Glysantin Aluprotect Premium Engine Coolant (One Litre Container)
Copper ease
Copper ease
Loctite 243
Screw Locking
Loctite 595
Sealing silicone
R1A-09-000-801
Spark Plug (NGK)
K&N Filter Oil
Air Filter Oil
R1A-30-000-801
Injector
For further part replacement contact Austro Engine GmbH.
11.2
General Torque Settings
Bolts / Socket Head Cap Screw
4 mm
2.0 Newton metres (Nm)
5 mm
4.5 Nm
6 mm
8.5 Nm
8 mm
21.5 Nm
10 mm
30.0 Nm
Nuts and Stiff Nuts – as above.
11.2.1 Specific Torque Settings
Spark Plug
10.0 Newton Meters (Nm)
Coolant Temperature Sender
4.5 Nm
Starter Motor Terminal
8.0 Nm
Oil Pump Inlet Fitting
2.5 Nm (caution)
Oil Pump Outlet Banjo
2.5 Nm (caution)
Oil Pipe Nut & Olive
3.0 Nm (caution)
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11.2.2 MAP Hoses
Remove all MAP hoses and clips and clean out any oil. Make sure that they are dry before
placing them back onto the engine.
11.2.3 Checking & Setting Fan Belt Tension
NOTE !
The silicon rubber tube and the tie wraps are left in place during
the test.
1)
Slacken the three attachments numbered 1, 2 and 3 above.
2)
Attach a loop of suitable material around the fan outlet duct.
3)
Using a suitable spring balance, apply a force to the loop of 6 – 7 Kilograms.
4)
With this force still applied, tighten the 3 housing attachments.
5)
Confirm the attachments are not at the end of their adjustment slots.
6)
If a new belt is required, see Section 13.5.2
11.2.4 Adjusting engine idle speed
For adjusting procedure, and precautions, see the aircraft manufacturer’s instructions.
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12.0 SCHEDULED MAINTENANCE
12.1
Maintenance Schedule
ALL HOURS QUOTED ARE ENGINE HOURS
ITEM
1A
1B
2
3
4
a) Engine oil level / coolant level check
X
X
X
X
aircraft manual
X
X
X
13.4
c) Insp. / clean / replace air filters
X
X
13.5.4
d) Insp. engine, mountings and all external fasteners
X
X
aircraft manual
e) Check fan belt condition & tension
X
X
13.5.1
f) Check cooling system condition and security
X
X
13.0
g) Inspect / clean / replace spark plugs
X
X
14.1
h) Full engine ground run
X
X
15.0
X
14.0
b) Coolant leak check
i) End plates – examine seals & seal faces
j) Inspect fan impeller (300 hours)
13.5.5
k) Renew coolant, pressure test system (annual)
13.3
l) Replace fan belt (earlier of 300 hrs or 5 yearly)
13.5.2
m) Replace in line fuel filter
X
aircraft manual
n) Clean & inspect MAP hoses and clips
X
11.2.2
o) Replace fuel injector (150 hrs or 5 yearly)
aircraft manual
p) Continuity of ECU earth straps outer case (2)
X
aircraft manual
q) Continuity of ECU loom ground connections (2)
X
aircraft manual
1A = Check A (every flight)
1B = Check B (every flying day)
2 = every 50 hrs OR annually
3 = every 150 hrs or 3 yearly
4 = Section Reference
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12.2
Engine Manual
Typical 50 Hours Check
NOTE !
Visual Checks Only unless stated! All Checks to include Fastenings, Cracking,
Leaks, Discoloration and Wire Locking!
REF
ITEM
CHECKS / COMMENTS
1
Water Outlet Cover
Leakage
2
Water Hoses
Security of all clips – Leaks
3
Oil Separator
Leakage and temperature sensor connection
4
Oil Pump – Lines and
Leakage
Terminations
5
Spark Plug Coils and Plug Caps
Cables and terminations
6
Spark Plug Condition
Connection & gap area
7
Engine Mounts – Starboard Side
Nuts, bolts secure
8
Starter Motor Mounts and Cable
Bolts and cable connections
9
Starter Pinion – Condition and
Teeth, free movement, play
Laxity
10
Generator (Stator / Rotor)
Note any debris in the area
WARNING !
Ensure that all switches are OFF before rotating the engine.
11
Starter Ring – rotate engine via prop
Chipped or missing teeth
12
Generator Cables
Signs of contact and chafing/cracking
13
Lower Timing Sensor and cables
Signs of contact and chafing/cracking
14
Water Pump Housing
Vent hole
15
Upper Timing Sensor and cables
Signs of contact and chafing/cracking
16
Fan Housing
Cracks
17
Fan Belt
Check tension and condition
18
Fan Filter – remove and check
View Fan Impeller – Debris – Cracks
19
Engine Mounts – port side
Nuts, bolts
20
Fuel Rail, Injector, Pressure Regulator
Leaks – Cracks – Cable Connection
21
Linkage, Throttle Stops
22
Ram pipe
Check temperature sensor connection
23
Induction Air Filter
Cleanliness and damage
24
Rotor Housing drain screw
Security – Leaks
25
Exhaust System - complete
Overheat adjacent parts – Security
26
Flytronic unit and cables
Signs of deterioration
27
Voltage Regulator and cables
Signs of deterioration
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28
Flytronic Sensors and Cables
Signs of Deterioration
29
Engine Alarms, Transducers and
Signs of Deterioration
Cables
30
Oil Tank and Vent
Security – Leaks – Level - Connections
31
Radiator and Overflow Tank
Security – Damage – Leaks – Debris –
Level
32
Oil Separator Hoses
Leakage
33
Rotate Propeller by Hand
Check 6 x compression on prop
NOTE !
Carry out engine ground run according to check list!
12.3
Mandatory Life Limitation
There is no life limit of the engine, engine operation is on condition.
NOTE !
Reliable operation of this engine is dependent upon injector
replacement
in
accordance
with
maintenance
recommendations.
CAUTION !
Lightning strikes may damage the ECU. Following any lightning
strike the ECU should be returned to Austro Engine GmbH for
checking.
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13.0 COOLING SYSTEM
13.1
Liquid Cooling System
Coolant Level Check:
Refer to Aircraft Manufacturer’s instructions.
In a fault free system, the coolant level will not alter significantly. Any unusual drop in the
coolant level in the tank indicates a fault in the system that must be rectified before further
flights.
13.2
Coolant Hose Inspection
Check all hoses for cracks, wear, security and leaks (a white crust around a hose joint is an
indication of a leak!). Refer also to engine installers handbook. If a leak is found, replace hose
and hose clips, tighten hose–clips etc. as necessary and check / bleed / pressure test the
system as detailed below:
13.3
Coolant System Filling and Bleeding
NOTE !
This test should be carried out if leaks are suspected after any
part of the coolant system has been disturbed.
NOTE !
This is a guide, any variations in the aircraft manual should be
followed!
1)
Slowly fill the system with the coolant mix
2)
Undo bleed plugs until fluid escapes, then tighten.
3)
Top up radiator header tank with coolant mix.
4)
Check for coolant leaks at all connections / interfaces.
In doubt fit a coolant pressure tester.
5)
If required fit a coolant system pressure tester (Blue Point No STV 262 or similar) to
the header tank and pressure test.
6)
Recheck bleed points for air after the first engine run.
7)
Repeat (6) until no further air is emitted from the bleed point(s) When running the
engine ensure that coolant temperature rise is slow and consistent with warm up and
no sudden temperature jumps occur. If the coolant temperature suddenly rises then
there will still be entrained air in existence and the cycle must be repeated.
8)
Top up header tank with coolant mix. Refit the filler cap and wire lock if appropriate.
9)
Fill the overflow tank with coolant mixture within the MINIMUM and MAXIMUM levels.
10)
Carry out full engine ground run
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CAUTION !
If coolant temperature rises rapidly shut down the engine and
bleed the system again!
WARNING !
Risk of scalding – do not remove the pressure cap from the
radiator until the engine and radiator have cooled.
13.4
Coolant System Pressure Test
1)
Remove header tank pressure cap and fit a Coolant System Tester (Blue Point No.
SVT262 or equivalent) in its place.
2)
Apply pressure of 17 p.s.i (1.2 bar) to the system.
3)
This pressure is to be held for 5 minutes during which time it must not drop by more
than 0.5 p.s.i (0.03 bar)
4)
Whilst under pressure the coolant system should be checked visually for any leaks for
weeps at all connections.
13.5
Air Cooling System
13.5.1 Fan Belt
Check fan belt condition. Examine belt for fraying, cracks or broken strands. If in doubt replace
it. Check belt tension as in 11.2.3. Adjust as necessary.
NOTE !
Need for significant or regular adjustment indicates need for
belt replacement! When changing a fan belt, see 11.2 for torque
settings!
13.5.2 Fan Belt Replacement
1)
Drain off the coolant & remove connections to the water pump.
2)
Disconnect alternator leads and oil pipes.
3)
Remove the fan assembly and check bearings for play / roughness.
4)
Remove the Water Pump Housing along with the Alternator Stator Assembly and
check the water pump bearings for play.
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NOTE !
Care should be taken in withdrawing the assemblies due to the
loose internal tufnol drive coupling!
5)
Fit the new Fan Belt (using Austro Engine GmbH “Fan Belt Kit”).
6)
Reassemble using the reverse procedure for items (2) to (5) inclusive, above, and
tension the belt as in 11.3 Fig. 9
NOTE !
Replace tufnol drive coupling from the fan belt kit and assemble
with the reduced diameter towards the water pump!
Fit the new O–Rings in the water pump housing with those from
the fan belt kit using compatible grease to hold in place!
Use Loctite 242 on all fixings!
IF IN DOUBT PLEASE CONTACT Austro Engine GmbH!
7)
Connect services, as appropriate and fill with coolant.
8)
Ensure that the coolant lines and oil lines are bled.
9)
If necessary, pressure test the coolant system as per aircraft manual or chapter
above, and check for leaks.
10)
Test run the engine to verify satisfactory operation before flight.
13.5.3 Air Filters
The two air filters, induction and rotor cooling air, should be visually inspected at the specified
intervals for contamination, large pieces of debris and cracks. Both filters may be cleaned and
re–used, although great care must be taken to correctly follow the manufacturer’s instructions.
Damaged filters should be replaced.
13.5.4 Air Filter Cleaning Procedure:
1)
Tap filter gently, and then brush outside of filter with a soft bristle brush, to remove
loose dirt.
2)
Wash the outside of the filter with mild liquid soap and warm (maximum 40 °C) water,
by agitating the filter in the solution.
3)
Ensure that the contaminated solution does not come in contact with the inside
surfaced of the filter.
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IAE50R-AA
4)
Engine Manual
Rinse off the filter, from the inside, with clean low pressure water – from a tap or a
similar supply. Rinse thoroughly to ensure all soap is removed.
5)
Examine filter and if necessary repeat stages 2 and 3.
6)
Shake off all surplus water and allow filter to dry naturally.
7)
Re–oil element:
Aerosol – Spray one pass per pleat into each pleat, from the
outside
Liquid – One bead of oil every 6 mm down each pleat.
8)
Check that no white patches remain after 10 minutes.
9)
Re–oil where necessary. A red dye in the oil clearly shows those areas that have been
correctly oiled.
10)
Reinstall air filter and tighten all clips and fittings.
NOTE !
Do not use harsh detergents, caustic solutions, solvents, fuel,
steam, or pressure washers!
CAUTION !
Excess heat (over 40 °C), or compressed air will damage the
filter:
Do not use without re–oiling!
Only use filter oil from Austro Engine GmbH or K & N!
CAUTION !
Once the filters have been removed, the associated duct and
fan impeller should be inspected for dust or debris of any type.
If found, it indicates inadequate filter care or a damaged filter
and could have serious consequences. Advice should be
sought from Austro Engine GmbH on the significance of this
material and the effect it may have on the engine. Either or both
filters should be replaced if their condition is suspect.
13.5.5 Rotor Cooling Air Fan Impeller
1)
At the intervals stated in 12.1 the fan impeller should be inspected. The complete fan
should be removed from the engine and the bearing housing assembly removed from
the fan housing.
2)
Carefully examine the impeller for cracks with a X 10 magnifying glass, particularly on
the fan blade – back plate, root radius. No cracks are allowed.
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NOTE !
If in doubt change the impeller / bearing housing assembly!
The impeller cannot be removed from spindle!
3)
Refit and check the fan belt tension (see Section 11.2.3).
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14.0 ENGINE INTERNAL INSPECTION
Remove all dirt from the exterior of the engine and inspect for evidence of overheating or other
unsatisfactory conditions.
Inspect rotor tip seals and internal side plate faces.
1)
It will be necessary to remove the throttle body and the exhaust pip to carry out this
inspection. The use of a ‘Boroscope’ or fibre optic probe facilitates viewing.
NOTE !
Care must be taken to ensure the probe is withdrawn before the
engine is rotated!
2)
Once the openings are exposed, rotate the eccentric shaft by hand to view the rotor tip
seals. Each seal should not be stuck in the groove and free to spring. The side plate
seal faces inside the engine should not exhibit significant distress. Minor scoring and
scuffing is acceptable. It is important to obtain a good view of the side faces above the
centre line of the engine, where the cooling medium is air. This can only be achieved
through the inlet port.
3)
If there is any doubt about the acceptability of the faces or the seals, then access
should be gained to the air outlet of the front plate by removal of the oil separator. If
there are any hard carbon deposits on the internal walls of the duct in the front plate
then the side seals may have allowed combustion gas to blow by. Austro Engine
GmbH should be consulted if this condition is found.
14.1
Spark Plug
The spark plug is of the surface discharge type with a long life platinum centre electrode.
See 11.1 for the replacement Part Number.
The spark plugs must be removed for inspection at the intervals required in the maintenance
schedule.
1)
Check the electrical connections for corrosion and lightly smear with silicone grease.
2)
Clean the electrode area of the plugs with gasoline if required.
3)
If possible check plug function under pressure.
4)
Replace spark plug in engine, (torque to value as in 11.2.1)
5)
Anti–seize grease must be used on the threads. See 11.1 for Part Number.
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CAUTION !
Fitting other types of spark plug may cause damage to the
engine!
NOTE !
Do not sand blast, or clean with steel or brass wire brush, or
use abrasive materials!
If due to local conditions, the plug connections become corroded then the corrosion may be
removed from the plug nipple with a wire brush and the inside of the plug cap cleaned with a
dry cloth or paper wiper. When complete, re–smear the connections with fresh silicone grease.
Torque to the value given in 11.2.1. If the plug are unserviceable they should be replaced with
new ones.
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15.0 GROUND RUN
15.1
15.2
Pre–start Checks Outside Aircraft
1)
Position aircraft into wind
2)
Brakes fully on and wheels chocked
3)
Check fuel drains, (no water)
4)
Check coolant level at overflow tank
5)
Check oil tank level
6)
Check fuel level
Pre–start Checks Inside Aircraft
1)
Close and lock canopy if appropriate
2)
Record outside air temperature (Minimum limit -10 °C for normal starts)
3)
Battery master ON
4)
Check / note all indicators and alarms, as indicated in the aircraft manufacturers
manual
15.3
5)
Record fuel gauge reading
6)
Check both ignitions ON
7)
Check ECU power supplies ON
8)
Check fuel pump ON
9)
Alternator master ON
10)
Avionics off
Ground Run
Start the engine (see also 9.1). When the coolant temperature has reached 50 °C, carry out
and record the following ground run checks.
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15.4
Engine Manual
Ground Run Check List (example)
ENGINE GROUND RUND RESULTS
Date:………………..
A/C Reg………………..
Engine No………………..
Flight Hours…………
Total Running Time (hrs meter)…………………….
QFE………………….
Outside Air Temperature…………………………….
Instrumentation – Gauge / Alarm Function Test
Pressure
Low Fuel Pressure Alarm
Temperature
Others
RCAO
Battery Fail Alarm
Engine Coolant
Charge System Fail Alarm
OAT
Flytronic Error Warning
EGT 1 (optional)
Fuel Flow
Oil Low Alarm
Record data after 1 minute steady running at each condition after warm – up
Engine
Coolant
RCAO
RPM
Temp
Temp
Warm – up
……….
…………
…………
…………
Idle
……….
…………
…………
…………
5000
……….
…………
…………
…………
6000
……….
…………
…………
…………
Max
……….
…………
…………
…………
Idle
……….
…………
…………
…………
Ign. 1
Remarks
Ign. 2
Mag Drops at 6000 RPM
…………
Acceleration tests (3 off)
Remarks
(Idle to Max RPM response)
………………………………………………….
(1 sec throttle time)
………………………………………………….
Comments
……….
If any adjustments are made as a result of this ground run they
should be recorded and the ground run repeated
……………………………………………………………………………………………………….….
…………………………………………………………………………………………………….…….
………………………………………………………………………………………………….……….
Record results in engine maintenance file !
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Engine Manual
16.0 MAINTENANCE AND OVERHAUL
For maintenance of particular system or for overhauling the engine please contact
Austro Engine GmbH or engine installer.
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17.0 TROUBLE SHOOTING
17.1
General
NOTE !
This section is included as an aid although some items may be
carried out by the owner / pilot, most would be carried out by a
maintenance organisation.
NOTE !
Replace alls gaskets, seals and joint material if disturbed!
Coolant, fuel & oil systems MUST be bled if disturbed!
CAUTION !
If, during troubleshooting, any foreign object fall into the engine
internals, through the spark plug holes, the inlet or exhaust
ports, or the rotor air cooling inlet and exit passages, they must
be removed before attempting to turn or run the engine!
Failure to do so may result in considerable damage to the
engine!
WARNING !
Do not stand within the area of the propeller AT ANY TIME,
unless it is essential and you have confirmed that both ignition
switches are ‘OFF’!
17.2
Rough Idle
Ignition failure
Doc. No. E1.01.05-E
–
Check continuity of wiring and connectors.
–
Check spark plugs.
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17.3
Engine Manual
Engine Misfires on One Spark Plug
Dirty plug cap / terminal
-
Clean / replace
Wiring fault
-
Wiring to earth or open circuit
Faulty spark plug
-
Clean / replace
HT fault
-
Check / replace spark plug / HT lead /
plug cap for arcing
17.4
17.5
Engine Cannot Develop Full Power
Incomplete throttle opening
-
Adjust throttle linkage
HT fault
-
Check/replace spark plug/HT lead/plug cap
Increase in exhaust back pressure
-
Investigate exhaust / replace
Loss of compression
-
Investigate
Blocked Induction Filter
-
Replace / clean filter
Low fuel pressure
-
Investigate fuel system / replace fuel filter
Excessive Rotor Cooling Outlet Temperatures
Excessive back pressure in outlet duct -
Rectify before continuing running engine
Blocked rotor air inlet filter
-
Clean or replace filter
Slipping / broken fan belt
-
Adjust / replace
bearing failure
-
Replace assembly
Stuck side seal(s)
-
Investigate outlet for black carbon deposits
Fan failure / impeller failure
If found please contact Austro Engine GmbH.
Investigate possible exhaust leakage within the engine bay area.
17.6
Liquid Coolant Overheats on Medium and High Power
Restricted radiator core
-
Rectify
Constricted radiator hose
-
Rectify
Water pump drive failure
-
Overhaul pump
Air in system
-
Vent / bleed
Coolant leak
-
Rectify
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17.7
Engine Manual
Flytronic Error Warning Light Flashes
See 9.3
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18.0 APPENDICES
Doc. No. E1.01.05-E
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Page 18-1
IAE50R-AA
18.1
Engine Manual
Form Sheets
Notification of Receipt
Austro Engine GmbH
Rudolf – Diesel – Straße 11
A – 2700 Wiener Neustadt
Austria
Tel: +43 – 2622 – 23 000
Fax: +43 – 2622 – 26 000 2711
Internet: www.austroengine.at
Engine Manual IAE50R – AA
NOTIFICATION OF RECEIPT
Copy Number:……………………
Signature:……………………..
Date:……….………………………
Name:………………………………………………………………………………………
On behalf of:……………………………………………………………………………….
Address:……………………………………………………………………………………
………………………………………………………………………………………………
Austro Engine GmbH
Rudolf – Diesel – Straße 11
A – 2700 Wiener Neustadt
Austria
Tel: +43 – 2622 – 23000
Fax: +43 – 2622 – 23000 2711
Internet: www.austroengine.at
Engine Manual IAE50R – AA
NOTIFICATION OF RECEIPT
Copy Number:…………………….
Signature:……………………..
Date:……………………………….
Name:………………………………………………………………………………………
On behalf of:……………………………………………………………………………….
Address:……………………………………………………………………………………
………………………………………………………………………………………………
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IAE50R-AA
18.2
Engine Manual
Problem Report
Austro Engine GmbH
Rudolf – Diesel – Straße 11
A – 2700 Wiener Neustadt
Austria
Tel: +43 – 2622 – 23000
Fax: +43 – 2622 – 23000 2711
Internet: www.austroengine.at
PROBLEM REPORT
Austro Engine
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IAE50R-AA
18.3
Engine Manual
Engine Overall Dimensions
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18.4
Engine Manual
Fuel Consumption Curve
Note that these values are taken from JAR 22 calibration test results and are not indicative of
actual consumption rates.
Typical in–flight fuel flows, particularly at part–throttle conditions, may be expected to be
significantly lower.
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19.0 NOTES FOR INSTALLERS OF ENGINES
Section
Page
19.1
General Notes
50
19.2
Cooling System
50
19.3
Fuel System
51
19.4
Oil System
52
19.5
Electrical System
53
19.6
Engine Mounting
54
19.7
Exhaust System
54
19.8
Exhaust System
54
19.9
Drive Interface
54
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IAE50R-AA
19.1
Engine Manual
General Notes
NOTE !
In
order
to
maintain
the
warranty,
use
only
genuine
Austro Engine GmbH parts.
Use only clean screws and nuts and always check threads for damage. If in doubt, always
renew them.
Once loosened, always renew ‘stiff’’ nuts, i.e. self–locking nuts.
Always use the specified torque values.
Whenever components are disturbed, always renew gaskets, seals, jointing material, O–rings
and sealant
NOTE !
Do not use additives with the oils.
Copper slip anti–seize must be used on spark plug and exhaust flange nuts.
It is VITAL that all coolant and oil systems are bled before attempting to operate the engine for
the first time, or if they are subsequently disturbed in any way.
19.2
Notes for engine installers
COOLING SYSTEM
Arrangement must be made by the engine installer to carry the rotor cooling air out from the
front plate elbow, if fitted, to the oil separator or some suitable mean of removing the oil
entrained in the cooling air before allowing it to vent overboard.
Cooling air should be arranged to flow over the engine and exhaust system whenever the
engine is in operation.
An ample supply of cold air must be available to the induction air and rotor cooling fan filters
whenever the engine is in operation.
CAUTION !
On no account should this rotor cooling air be used directly for
cabin heating it may contain products of combustion including
CO & CO2
On no account should the engine be run without either of the air
intake filters in place.
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The liquid cooling system is designed to run at 0.9 bar (13 psi). The aircraft manufacturer or
engine installer should provide a relief valve. It should be fitted with a vacuum valve to ensure
that no undue negative pressure is generated on cooling after engines switch off. Therefore
the relief valve should open for reverse flow at -0.2 bar.
A VDO temperature sensor is fitted to the engine in the front end plate. Provision of a
compatible gauge is the responsibility.
Coolant 50/50 water / ethylene glycol mix (A corrosion inhibiting anti–freeze must be used,
refer to 5.2.6). This water/glycol mix will provide protection down to -36 °C.
Operating temperature is in the range of 60 °C to 90 °C after warm up. Maximum continuous
100 °C.
Heat rejection rate approximately 25 kW of heat is rejected to the coolant when the engine is
operated at max continuous power (50 BHP).
An integral water pump is provided with the engine. This provides a water flow of approx. 40
liters per minute at 7000 rpm.
CAUTION !
Radiator. The optimum radiator design will vary with each
installation. It is the responsibility of the installer to provide an
adequate cooling system and thus ensure that the maximum
recommended coolant temperature is never exceeded even
under the most adverse operation conditions. The design
should also ensure that the minimum operating temperature
can be achieved under all flying weather conditions.
Flight trials will probably be necessary to confirm that the
design caters for the above conditions.
19.3
Fuel System
19.3.1 Fuel Specification
Refer to chapter 5.2
19.3.2 Fuel delivery
No fuel pumps are provided by Austro Engine GmbH. Therefore electric pumps each capable
of delivering 80 liters an hour at three–bar pressure.
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19.3.3 Fuel filters
No fuel filters are provided by Austro Engine GmbH. Therefore a filter of 40 microns or better
with a flow capacity of least 80 liters per hour at 0.1 bar pressure drop must be fitted in the fuel
delivery line after the pumps.
19.3.4 Pressure Regulator
No fuel pressure regulator is supplied with this engine. It is the responsibility of the aircraft
manufacturer / installer to provide the injector with the fuel regulated at three bar pressure. A
manifold depression tapping points is provided at the throttle body spacer for connection to the
pressure regulator.
19.3.5 Water in Fuel
The fuel system shall incorporate suitable means if isolating, removing, and checking for the
presence of water in the fuel system before each flight.
19.3.6 Fuel Lines
Fuel lines must be routed away and protected from hot engine and exhaust components. Fuel
line should be of sufficient quality and appropriate to the pressures transmitted. Fuel hose end
connections must be of threaded taper seat type and should be permanently swaged to the
hoses. Push–on type hose connections are not acceptable for high–pressure fuel systems.
Return hose diameter from the fuel pressure regulator should not be smaller than the fuel feed
hose to the fuel rail.
No primer system is required with fuel injection.
NOTE !
The whole fuel system must be able to allow a minimum fuel
flow rate of 80 liters per hour.
19.4
Oil System
Oil tank is supplied by the aircraft manufacturer but must have a minimum usable capacity of
500 ml for each hour of engine running with a strainer of mesh size not larger than 0.5 mm.
Line connections:
The oil connection line between the tank and the pump should be calculated to provide AT
THE PUMP INLET a minimum flow of 8 ml per minute at -10 °C by gravity flow rate. The flow
rate of the pump is pre–set and will not require adjustment.
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IAE50R-AA
19.5
Engine Manual
Electrical System
The installation of the electric system and the Flytronic Engine Management System should be
done in accordance with Austro Engine GmbH drawings. Please contact Austro Engine GmbH
therefore.
No electrical circuit protection is provided by Austro Engine GmbH.
Voltage regulator connections are shown in wiring diagram. Fig. 12. Its temperature operation
range is -30 °C to +65 °C (Outer surface). Adequate cooling should be provided.
19.5.1 Electrical components relating to the fuel injection.
ECU
Supplied by Austro Engine GmbH and should be carried on anti vibration mounting.
2 independent earth connections to the outer body should be made back to the – ve battery
connection.
The bonding leads must be 16 AWG minimum and each must be connected to a separate
ECU mounting bolt. The case must be de–painted under the connections and re–protected
after marking the connections.
In order to maintain the dual safety aspect of the ignition and injection system two independent
12–volt supply feeds to the ECU from the aircraft bus bar(s) must be installed.
Austro Engine GmbH Engines for wiring detail information.
Air Temperature sensor
Supplied by Austro Engine GmbH and should be installed with its probe in the induction
airflow.
Rotor cooling air out temperature sensor
Supplied by Austro Engine GmbH and should be mounted in the rotor cooling out airflow
within 100 mm or less downstream from outlet.
Map Sensors
Supplied by Austro Engine GmbH and must be mounted with the pressure inlet at the bottom
and the flexible pipes running down the throttle body spacer, thus allowing any fuel in the pipe
to drain back into the engine.
19.5.2 Software Quality level
In accordance with DO 178B level C.
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IAE50R-AA
19.6
Engine Manual
Engine mounting
The engine mounting points on the engine have been designed and tested to meet the
required 15 g load test. Engine location and fitting remain the responsibility of the aircraft
manufacturer. Contact Austro Engine GmbH for installation details.
19.7
Exhaust system
Exhaust design and fitting remains the responsibility of the aircraft manufacturer / engine
installer. Limitations must be regarded.
19.8
Air Filters
Supplied by Austro Engine GmbH as part of design. For other air filters Austro Engine GmbH
must be consulted.
19.9
Drive interface
The output shaft is parallel, fitted with a woodruff key for load transmission. For more details
contact Austro Engine GmbH.
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19.10 Voltage regulator wiring
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20.0 ELECTRONIC COMPONENTS CAPABILITY
The electronic components have been tested to meet environmental requirements as
specified in RTCA 160 C. The following information is to assist the engine installer.

Operation Shock & Crash Safety Tests.
DO-160C,
Section 7. Category B

Sinusoidal Vibration Tests.
DO-160C,
Section 8.5.1 Curve M
Standard vibration test
fixed wing aircraft

Humidity Tests
DO-160C;
Section 6.3.2 severe
humidity environment
65°C @ 95% humidity.

Waterproofness (Drip) Tests
DO-160D,
Section 10, Cat W,
falling water test
The ECU has been designed to operate between -15 °C and +70 °C. For the purposes of this
test, the ECU was operated at -45 °C and tested to -55 °C for ground survival (non –
operating).

Temperature & Altitude Tests
DO-160D,
Sections 4.5.2, 4.5.3
and 4.5.6; Cat B2

Temperature Variation Test
DO-160C,
Section 5 Cat B.
To show that the ECU is not susceptible to failure when exposed to external electrical effects,
a number of tests were performed.

Power Input Test
DO-160C,
Section 16 Cat Z.

Voltage Spike Test
DO-160C,
Section 17 Cat A.

Audio Frequency Conducted Susceptibility
DO-160C,
Section 18 Cat Z.

Induced Signal Susceptibility Test
DO-160C,
Section 19 Cat Z.

Conducted RF Susceptibility Test
DO-160C,
Section 20.4 Cat U
10kHz to 400 MHz

Conducted RF Susceptibility Test
DO-160D,
Section 20.4 Cat Y
10kHz to 400 MHz

Radiated RF Susceptibility Test
DO-160C,
Section 20.5 Cat U
Fig 20.7 30MHz to
1.215 GHz

Radiated RF Susceptibility Test
DO-160C,
Section 20.5 Cat Y
100 MHz to 18 GHz.

Emission of Radio Frequency Energy
Conducted RF Interference

DO-160C,
Section 21.3
DO-160C,
Section 21.4
Emission of Radio Frequency Energy
Conducted RF Interference
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
Lightening Induced Transient Susceptibility

The ECU and associated equipment is
DO-160C,
Section 22 Cat Z.
DO-160D,
Section 11.
compatible with fluids liable to be found in
the vicinity of the engine. Fluids Susceptibility

The ECU and a sample of the cable loom complete with ident sleeve and tag were
subjected to the following fluids:
AVGAS 100LL, leaded and unleaded motor fuel, Jet A1 turbine fuel, “Comp-2” and
”SRG-75” lube oil, “Procool” coolant, “Aeroshell” fluids 31, 41 and “Skydrol 500B”
Hydraulic oils, Ethylene Glycol and “Kilfrost ABC-3” De-icing fluids, Isopropyl Alcohol,
Denatured Alcohol, and Trichoroethane solvents.
The ECU was not affected by the application of fluids.

The ECU was tested to determine its magnetic effect to assist the installer in choosing
the proper location of the equipment in the aircraft.
Magnetic Effect
DO-160C,
Section 15,
Equipment Class Z
The compass safe distance for 1° deflection was established as 8.5 cm.

In order to guard against SEUs caused by cosmic or background radiation effects, all
semiconductor components are of a generation that is no longer “state of the art” in
terms of their miniaturisation. Thus the active parts of the semi-conductors are large
by contemporary standards and so are also large in comparison with radiation
particles. Any leakage current arising from the “trail effect” caused by a radiation
particle passing through the semi–conductor material is at least 2nd order and unlikely
to cause a failure.

The ECU is supplied with power from its own internal bus bar. Two diodes are fitted
within the ECU, one between each supply line and the internal bus bar. These protect
against a short to ground in the supply wires to the ECU, preventing high current drain
from the ECU internal bus bar from the other supply which would cause the
ungrounded breaker to “pop”.
For further information contact Austro Engine GmbH.
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Page 20-2
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21.0 CONTROL SYSTEM RELIABILITY
Control system reliability objective.
Certification requirements states a reliability objective to be quoted in the engine manual.
The control system has been designed to meet AMJ20X–target reliability of 1 in 100,000 hours
when operated in accordance with Austro Engine GmbH stated maintenance and installation
specification.
Doc. No. E1.01.05-E
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10-March-2011
Page 21-1
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