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RESTRICTED Figure 144—PD-12K6 Carburetor Filler Neck. the Lower

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RESTRICTED Figure 144—PD-12K6 Carburetor Filler Neck. the Lower RESTRICTED Report No. NA-5629 ENGINE--PROPELLER SECTION 11 Figure 144—PD-12K6 Carburetor filler neck. The lower panel is fitted with a door for forced to the spray nozzle, which sprays the charge ground heating and propane priming, and has an evenly across the face of the supercharger. Fuel is opening containing a reinforced bushing for prevented from leaking into the engine by the insertion and support of the engine starting crank. spring-controlled discharge nozzle, which is closed when the nozzle fuel pressure is less than 4 Ibs./sq. 5. Engine Exhaust in. The engine exhaust is discharged from the 2 ex- haust ports in each cylinder through an individual b. COMPONENT UNITS—The carburetor is com- exhaust stack for each cylinder. The design of the prised of the following 5 separate units, each with its exhaust stacks incorporates a combination of flame own individual function: dampening and jet propulsion features. The stacks (1) THROTTLE — The throttle unit follows are constructed of corrosion- and heat-resisting conventional carburetor lines incorporating a stainless steel. throttle, a venturi tube system for developing suction, and a group of impact tubes for collecting 6. Carburetor the average entrance pressure. a. GENERAL—The airplane is equipped with a (2) AUTOMATIC MIXTURE CONTROL UNIT— Bendix Stromberg injection carburetor (see Figure This unit consists of a sealed metallic bellows, re- 144) fitted with a double diaphragm acceleration sponsive to variations in temperature and pressure, pump. This type of carburetor has a closed fuel sys- which operates a contoured valve. The automatic tem from fuel pump to discharge nozzle. Fuel is mixture control serves to maintain the correct fuel- delivered to the carburetor by the engine fuel pump air mixture ratio in the carburetor when operating at about 16 Ibs./sq. in. pressure. It is metered under conditions of varying air temperature and according to the mass airflow rate as registered by pressure such as result from changes in altitude. the venturi tube and automatic mixture control unit, (3) REGULATOR—The regulator unit auto- and is then matically adjusts the fuel pressure across the metering [ 187 ] RESTRICTED RESTRICTED Report No. NA-5629 ENGINE--PROPELLER SECTION 11 [ 188 ] RESTRICTED RESTRICTED Report No. NA-5629 ENGINE--PROPELLER SECTION 11 jets and, therefore, the fuel flow in proportion to the altitudes by gradually opening the throttle as the alti- mass airflow through the throttle body. The unit is tude is increased and smoothly closing the throttle made up of an air diaphragm, a fuel diaphragm, and during descent, thus maintaining the required mani- a balanced fuel valve, all mounted on one stem. Fuel fold pressure during climbing and diving. This device enters through a strainer, passes through the relieves the pilot of the necessity of making balanced valve to one side of the fuel diaphragm carburetor throttle corrections to maintain required chamber and then to the jets in the fuel control unit. manifold pressure during ascent or descent. The pilot A vapor separator is provided in the strainer can change the manifold pressure at any time by chamber to prevent vapor from entering the manually operating the cockpit throttle lever just as if regulator. there were no automatic regulator. The regulator merely maintains automatically the manifold pressure (4) FUEL CONTROL—This unit, attached di- selected by the pilot. As the regulator functions, the rectly to the regulator, contains the metering jets, a carburetor throttle is actuated by hydraulic pressure fuel head enrichment valve, an idle metering valve, supplied by the engine oil pressure and is regulated and a manually operated mixture selector valve. The by the supercharger air pressure. unit is designed so that metering jets and other variables may be selected to fit the mixture ratio 8. Carburetor Air Scoop and Heating requirements of the engine under all operating Duct conditions. The fuel head enrichment valve is The carburetor air scoop consists of an air intake operated by a diaphragm which obtains its operating duct built integral with the top engine cowling and an force from the difference between the metered and elbow duct mounted by means of a flexible joint to unmetered fuel pressures. As the mass airflow to the the carburetor intake. There are two types of air in- engine increases, the pressure of the fuel delivered take ducts, either of which may be installed on the to the fuel control unit increases proportionately, airplane. One, a lightweight duct, supplies only thereby causing the enrichment valve to open. The rammed, unfiltered air: the other is equipped with a idle valve is mechanically connected to the throttle retractable filter which can be operated in flight by and controls the mixture throughout the idle range of the pilot (see b, below). Both types of ducts may speeds. The manual mixture control provides full easily be interchanged by removing and replacing the rich, automatic rich, automatic lean, and idle cutoff top cowling. Provisions are made on all airplanes for positions. the installation of a carburetor heating duct (see Fig- (5) SPRAY NOZZLE AND ACCELERATING ure 145). PUMP—The spray nozzle is mounted on the rear supercharger housing to spray the fuel into the a. ELBOW DUCT—The carburetor air scoop elbow supercharger entrance. Combined with the spray contains a cold and hot air door operated manually nozzle is a double diaphragm acceleration pump from the cockpit. If the cold air intake duct becomes automatically operated by vacuum. When the obstructed because of icing conditions, the spring- throttle is opened, an accelerating discharge is loaded hot air door will open automatically as the sprayed into the air stream through a separate result of suction existing in the carburetor intake. discharge nozzle as well as through the regular spray This duct is held rigid by cowl formers riveted to the nozzle. A spring-operated valve and 2 diaphragms upper section of the duct and by braces attached to are required to produce this action. the engine mount. A drain line to eliminate any water or refuse which may accumulate in the air scoop 7. Automatic Manifold intake duct extends from the forward part of the Pressure Regulator elbow to the lower section of the engine accessory A Delco-Remy automatic manifold pressure regu- compartment. lator is mounted on the left side of the accessory case next to the carburetor. The regulator is b. RETRACTABLE FILTER—This installation connected to the carburetor throttle for the purpose consists of a hinged air filter which can be raised or of maintaining within a few inches of mercury a lowered by the pilot, a door in the upper cowl skin to selected manifold pressure, independent of altitude, admit unrammed air, and a lower fairing door to up to the critical altitude for the selected power assure a smooth flow of air through the scoop when condition. After the pilot moves the throttle control the filter is retracted. The mechanism is operated to obtain the desired manifold pressure, the regulator manually by means of rods and bellcranks. Two drain will automatically compensate for the differences in lines extend from the air scoop duct to the cowl skin. air density at various [ 189 ] RESTRICTED RESTRICTED Report No. NA-5629 ENGINE--PROPELLER SECTION 11 [ 190 ] RESTRICTED RESTRICTED Report No. NA-5629 ENGINE--PROPELLER SECTION 11 (1) OPERATION—When the filter is raised, the throttle arm and is adjusted to the throttle position top door opens inward and the lower door hinges for take-off. In case the pilot requires more than downward simultaneously. Rammed air entering the take-off power, he may pull up the spring-loaded scoop is thus closed off, and unrammed air passes release lever on the throttle arm and draw from the through the filter to the carburetor. engine the power reserved for war emergency. The (2) FILTER RETRACTED—When the filter is propeller control lever is connected to the propeller lowered, the top door closes tightly and the lower governor by means of a flexible Arens control. door hinges upward so that the lower door and the Push-pull levers with flexible cables operate the top of the filter are on the same horizontal plane. retractable filter, the carburetor air doors, and the Rammed air entering the scoop has a free flow over carburetor heating door. the top of the filter to the elbow. 11. Propeller c. CARBURETOR HEATING DUCT—This duct ex- The airplane is equipped with a Curtiss three-blade, tends from the air scoop elbow to a door located directly aft of the left rear exhaust stack. The door is built integral with the side cowl former and is opened by means of a flexible cable. When the door is open, the hot engine exhaust gases travel through the duct to a U-shaped adapter built around the air scoop elbow. Passing into the elbow through a num- ber of small holes, the engine exhaust is utilized to warm the carburetor induction system. 9. Magneto and Distributors A Bendix Scintilla double magneto, mounted on the upper end of the engine case just forward of the 2 distributors, provides true double ignition from a single unit. Four sparks are produced in each coil for Figure 147—Propeller Detail Diagram every revolution of the magneto drive shaft. The high-tension current from the coils is distributed to 2 10-foot 9-inch diameter, electric, constant-speed independent sets of spark plugs through the 2 dis- propeller. A reversible electric motor mounted in the tributor heads, which are driven at crankshaft speed. propeller hub serves to control the propeller blade Since the magneto gives 4 sparks per revolution, it is angles. The electric energy required for operating driven at 1-1/2 crankshaft speed for the 12 cylinders.
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