API Installation Service Manual 9003
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General Aviation Managing Sumped Aviation Gas (Avgas)
DEPARTMENT OF ENVIRONMENTAL HEALTH HAZARDOUS MATERIALS DIVISION P.O. BOX 129261, SAN DIEGO, CA 92112-9261 Phone: (858) 505-6700 or (800) 253-9933 Fax: (858) 505-6786 www.sdcdeh.org GENERAL AVIATION MANAGING SUMPED AVIATION GAS (AVGAS) County of San Diego Pollution Prevention Summary: Small amounts of AvGas fuel are “sumped” (sampled) during pre-flight safety inspections If safe to do so, clean AvGas may be returned to the aircraft fuel tank AvGas may be recycled by filtering with devices such as the GATS jar AvGas may be repurposed for use in certain motorized ground equipment If not recycled, waste AvGas must be disposed of lawfully as a hazardous waste Any water sumped from a fuel tank must be disposed of lawfully as a hazardous waste If you sump AvGas you must have a legal means of hazardous waste disposal readily available California law prohibits disposing of aviation gasoline (AvGas) to the ground, sewer, or storm drain. Violators are subject to fines up to $25,000 per incident. Refer to the California Health and Safety Code [HSC §25100] for more details. INTRODUCTION According to Federal Aviation Administration (FAA) data, there were approximately 140,000 active piston-powered General Aviation (GA) aircraft in the United States with over 12.9 million hours flown in 2014. Each of those aircraft rely on aviation gas (AvGas) to fuel their engines. AvGas is a highly flammable liquid containing organic lead and is a hazardous material. During the mandatory pre-flight safety inspection, pilots sample the fuel in the aircraft and inspect the fuel for contaminants. -
Aviation Maintenance Alerts
ADVISORY CIRCULAR 43-16A AVIATION MAINTENANCE ALERTS ALERT SEPTEMBER NUMBER 2007 350 CONTENTS AIRPLANES BEECH ........................................................................................................................................1 CESSNA ......................................................................................................................................3 MAULE .......................................................................................................................................7 HELICOPTERS EUROCOPTER ...........................................................................................................................7 SIKORSKY..................................................................................................................................7 ACCESSORIES AEROTECH ALTERNATOR.....................................................................................................9 ECI CYLINDER........................................................................................................................10 WIPAIRE...................................................................................................................................10 AIR NOTES INTERNET SERVICE DIFFICULTY REPORTING (iSDR) WEB SITE...............................10 IF YOU WANT TO CONTACT US.........................................................................................11 AVIATION SERVICE DIFFICULTY REPORTS ...................................................................12 September -
Property of ICOM North America
Property of ICOM North America First: Propane can reduce emissions by up to 60% & ZERO Particular matter Second: The USA and CANADA have abundant Propane and Natural Gas Resources! Third: NO WARS!!! Energy Security Fleets can often dramatically reduce their fuel costs by using propane autogas! $$$savings$$$ $$$ Substantial fuel cost savings as compared to gasoline or diesel Reduce emissions of toxins by up to 30-90% compared to gasoline Domestic – Propane is produced in North America, with large reserves in the U.S. and Canada $$$ Lower maintenance cost Greenhouse gas emissions are reduced approximately 20% Maintains the torque, horsepower, and drivability you would feel in a gasoline vehicle Courtesy of PERC For some more information on propane please visit the U.S. Department of Energy, Energy Efficiency and Renewable Energy website or contact your local American Lung Association office. What is Propane? Propane is liquefied petroleum gas that consists of propane, propylene, butane, and butylenes in various mixtures. In the United States, propane is the primary ingredient. Propane is a by-product of natural gas processing and petroleum refining and it is stored under moderate pressure to maintain its liquid state. Why is Propane a Clean Air Choice? Propane vehicles produce less tailpipe emissions of virtually all pollutants associated with automobile vehicles that use gasoline or diesel. According to the U.S. Environmental Protection Agency, a typical four-horsepower gasoline lawnmower engines generates almost six times as much volatile organic compound (VOCs) per hour of use as a typical car. Converting small utility engines such as lawnmowers to burn propane can reduce emissions of ozone precursors by one third and increase fuel economy by 14 percent. -
Installation Instructions Two Barrel, Throttle Body Fuel Injection for Oldsmobile V8 Engines in Gmc Motor Homes
6201 Industrial Way * Marine City, MI 48039 * Phone 8107655100 * Fax 8107651503 INSTALLATION INSTRUCTIONS TWO BARREL, THROTTLE BODY FUEL INJECTION FOR OLDSMOBILE V8 ENGINES IN GMC MOTOR HOMES KIT COMPONENTS: 1. Two barrel TBI unit with integral TPS and Idle Air Control. 2. Electronic control Module (ECM) GM PN 1227747. 3. Howell wiring harness connecting engine to vehicle ECM. 4. Calibration Prom matching TBI to Olds 455 or 403 engine. 5. Calpack (V8), for limphome operation. 6. Manifold vacuum sensor (MAP). 7. Engine coolant sensor & 3/8” to ½” NPT bushing adaptor. 8. Exhaust Oxygen sensor & 18MM mounting bung. 9. Electric fuel pump—high pressure, inline. 10. High flow fuel filter, inline. 11. Fuel line kit. 12. Fuel pump relay. 13. Small parts kit for routing and mounting components. 14. Service manualbasic troubleshooting and operating information. THIS SYSTM IS BASED ON THE PRODUCTION GM (Chevrolet or GMC) THROTTLE BODY FUEL INJECTION AND ELECTRONICS USED FROM 19871989, ON 454 CID V8 ENGINES. ALL BACKUP SYSTEMS AND “ON VEHICLE” DIAGNOSTICS FUNCTION SIMILAR TO THOSE MODEL YEAR PACKAGES. THIS SYSTEM DOES NOT CONTROL SPARK TIMING AS ON 8789 GM ENGINES, BUT RELIES ON A TACH SIGNAL FROM THE PRODUCTION OLDS HEI ELECTRONIC IGNITION FOR RPM INPUT TO THE ECM. Installation procedure will be separated into the following categories: 1. Preparation of motor home for TBI installation. 2. Removal of nonrequired parts from carbureted engine. 3. Installation of TBI and engine hardware. 4. Installation of Electronic components and wiring harness. 5. -
Aviation Investigation Report A06q0157 Engine Failure
AVIATION INVESTIGATION REPORT A06Q0157 ENGINE FAILURE CESSNA 172M C-FFRV MONTRÉAL, QUEBEC 10 SEPTEMBER 2006 The Transportation Safety Board of Canada (TSB) investigated this occurrence for the purpose of advancing transportation safety. It is not the function of the Board to assign fault or determine civil or criminal liability. Aviation Investigation Report Engine Failure Cessna 172M C-FFRV Montréal, Quebec 10 September 2006 Report Number A06Q0157 Summary A Cessna 172M, registration C-FFRV, serial number 17262394, with the pilot and two passengers on board, took off at 1545 eastern daylight time from Saint-Hubert Airport, Quebec, for a flight according to visual flight rules over Montréal, Quebec. About 15 minutes after take-off, when the aircraft was over the city, the engine (Lycoming O320-H2AD) lost power and stopped. The pilot tried to restart it, but without success. The pilot transmitted a distress message and quickly reported the situation to the control tower. The aircraft was approximately 1250 feet above ground level at the time. The pilot landed the aircraft on the northbound side of Parc Avenue, in Montréal. On landing, the left wing tip struck a traffic light post before the aircraft came to rest. The aircraft was substantially damaged, but there were no injuries. Ce rapport est également disponible en français. - 2 - Other Factual Information The pilot was certified and qualified for the flight in accordance with existing regulations. He had over 30 years of flying experience, including 22 years on this aircraft, and had about 5000 flying hours. The weather observation taken at 1600 eastern daylight time1 was as follows: visibility 9 statute miles, light winds and a few scattered clouds. -
Fuel System Delivery Overview — Guide to Successful Fuel System Repairs 2 1 10 3
Fuel System Delivery Overview — Guide To Successful Fuel System Repairs 2 1 10 3 9 5 4 8 6 7 1 Fuel Filler Cap responsible for 20% of fuel pump product Tight seal is critical to proper OBD system failures. operation. A loose cap can lead to a DTC that will set the “Check Engine” light. 6 Supply and Return Lines Deliver fuel to and from the engine. Check 2 Fuel Tank Pressure Sensor for kinks or restrictions. Monitors fuel tank evaporative pressure for emissions control purposes. 7 Fuel Filter Protects injectors and engine from con- 3 Fuel Pump tamination not caught by the fuel pump The heart of the fuel delivery system, the fuel strainer. Important to replace as a part of pump delivers fuel to the engine. Airtex fuel routine maintenance as well as with any pumps are designed to meet or beat OE specs fuel system service. and are 100% tested to ensure performance and long-life. 8 Oxygen (02) Sensor Checks exhaust gases and sends signal to 4 Fuel Strainer ECM to adjust fuel mixture for emissions The pump’s first line of defense against con- control purposes. taminated fuel. Failure to replace the fuel strainer will void fuel pump warranty. 9 Fuel Pressure Regulator Controls fuel pressure to fuel injectors. 5 Fuel Tank The fuel pump on most modern vehicles is 10 Fuel Injectors housed in the fuel tank. Tanks must be clean Deliver fuel to engine combustion and free of contamination before a new fuel chambers. pump is installed. Contaminated fuel is It's important to note that the fuel pump is one part of a complex fuel delivery system. -
DA+40+POH.Pdf
AIRPLANE FLIGHT MANUAL DA40 Airworthiness Category : Normal, Utility Requirement : JAR-23 Serial Number :40.698 Registration :N216DG , Doc. No. : 6.01.01-E Date of Issue : 26 June 2000 Signature Authority Stamp A-1 030 Wim, Sclmirchgassc 11 Date of approval 0 9. DEZ . Z.Oa4 This Flight Manuaj has been verified for EASA by the Austrian Civil Aviation Authority J Austro Control (ACG) as Primary Certification Authority (PCA) in accordance with the I valid Certifica1ion Procedures and approved by EASA with approval no ..2.004 :- A~3Zf, f This Flight Manual has been approved by EASA on behalf of CAAC-MD. DIAMOND AIRCRAFT INDUSTRIES GMBH N.A OTTO-STR. 5 A-2700 WIENER NEUSTADT A USTRIA page 0 - 0, R~v. 6 ~V/U~/UO mun U~:~O ~AA OD~ 0~/ ~~!U ~AA LAA~U ANM-lUUL ~3 ~011 AmSafe, Inc. Inflatable Restraints Division 1043 N. 47'" Avenue Phoenix, AZ., 85043 Document No.: E509609 r FAA APPROVED AIRPLANE FLIGHT MANUAL SUPPLEMENT to PILOT'S OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL for Diamond Aircraft Industries, Inc. Model DA40 Aircraft Reg. No. N 2 16 DG Aircraft SIN: 4 0 • 6 9 8 This supplement must be attached to the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual for Diamond Aircraft Model DA 40 when the. Airplane Is modified by the installation of AmSafe Aviation Inflatable Restraint (AAIR,.) System, V23 Version in accordance with STC SA01918LA. The information contained herein supplements or supersedes the basic manual only in those areas listed herein. For limitations, procedures, and performance information not contained in this supplement, consult c the basic Airplane Flight Manual. -
Comparative Tests of Illinois Central Railroad Locomotives No. 920 and No
Gibson S Lorenz (Comparative Tests of Illinois Centra! Railroad Locomotives No. 920 & No. 940 Rsilwsv A\cchfii?Jc3.] Engineering univrrsity . 'OV 'J LL. LIBRARY + * ^ ^. UNIVERSITY OF ILLINOIS LIBRARY Class Book Volume Ja 09-20M ^ '.V IF * # 4 Digitized by the Internet Archive in 2013 http://archive.org/details/comparativetestsOOgibs COMPARATIVE TESTS OF ILLINOIS CENTRAL RAILROAD LOCOMOTIVES NO. 920 AND NO. 940 BY MILES OTTO GIBSON FREDERICK AYRES LORENZ THESIS FOR THE DEGREE OF BACHELOR OF SCIENCE IN RAILWAY MECHANICAL ENGINEERING IN THE COLLEGE OF ENGINEERING OF THE UNIVERSITY OF ILLINOIS Presented June, 1909 r!6 UNIVERSITY OF ILLINOIS June 1, 190 9 THIS IS TO CERTIFY THAT THE THESIS PREPARED UNDER MY SUPERVISION BY MILES OTTO GIBSON and FREDERICK AYRES LORENZ ENTITLED COMPARATIVE TESTS OP ILLINOIS CENTRAL RAILROAD LOCOMO- TIVES No. 920 AND No. 940 IS APPROVED BY ME AS FULFILLING THIS PART OF THE REQUIREMENTS FOR THE degree of Bachelor of Science in Railway Mechanical Engineering iWstructor/n Charge. APPROVED: head of department of Railway Engineering 1 45239 i I iLnlih UJb UiJ THiU T 5 , Page I • Introduction 1 II • Object l T T T III • Description of the Locomotives, Engine and Boiler Lata 1 1. Table I. General Dimensions 4 2. Table II. Cylinder " 5 3. Table III. Boiler " G Description of Allfree-Eubbell Valve and Cylinders 7 I V . Preparation. 1. Front end 14T A 2. Reducing apparatus 1 1 3. Bells 141 A 4. Cab arrangements 1 A 5. Water measurements T A 6. Dynamometer oar 14 7. Revolution counters 1 / 8. Observers 1 I T ft . -
Aa2016-1 Aircraft Accident Investigation Report
AA2016-1 AIRCRAFT ACCIDENT INVESTIGATION REPORT KOREA PILOT SCHOOL N 1 7 6 C D February 25, 2016 The objective of the investigation conducted by the Japan Transport Safety Board in accordance with the Act for Establishment of the Japan Transport Safety Board and with Annex 13 to the Convention on International Civil Aviation is to determine the causes of an accident and damage incidental to such an accident, thereby preventing future accidents and reducing damage. It is not the purpose of the investigation to apportion blame or liability. Norihiro Goto Chairman, Japan Transport Safety Board Note: This report is a translation of the Japanese original investigation report. The text in Japanese shall prevail in the interpretation of the report. AIRCRAFT ACCIDENT INVESTIGATION REPORT AIRCRAFT DAMAGE CAUSED BY FORCED LANDING KOREA PILOT SCHOOL OPERATED BY PRIVATELY CONTRACTED PILOT CIRRUS SR20, N176 CD (THE UNITED STATES) NISHIKATA, IBUSUKI CITY, KAGOSHIMA PREFECTURE, JAPAN At ABOUT 14:30 JST, OCTOBER 12, 2014 February 12, 2016 Adopted by the Japan Transport Safety Board Chairman Norihiro Goto Member Shinsuke Endoh Member Toshiyuki Ishikawa Member Sadao Tamura Member Yuki Shuto Member Keiji Tanaka SYNOPSIS <Summary of the Accident> On Sunday October 12, 2014, around 14:30 Japan Standard Time (JST: UTC + 9 hrs. all times are indicated in JST on a 24-hour clock), the Cirrus SR20, registered N176CD, owned by the KOREA PILOT SCHOOL, was damaged during forced landing in a grass field at Nishikata, Ibusuki city, Kagoshima prefecture, because the engine halted while it was ferried from Saipan International Airport to Gimpo International Airport in the Republic of Korea. -
Heavy-Fueled Intermittent Ignition Engines: Technical Issues
Publications 9-2009 Heavy-Fueled Intermittent Ignition Engines: Technical Issues Jeffrey Arthur Schneider Embry-Riddle Aeronautical University Timothy Wilson Embry-Riddle Aeronautical University, [email protected] Christopher Griffis Peter Pierpont Follow this and additional works at: https://commons.erau.edu/publication Part of the Aeronautical Vehicles Commons, and the Propulsion and Power Commons Scholarly Commons Citation Schneider, J. A., Wilson, T., Griffis, C., & Pierpont,. P (2009). Heavy-Fueled Intermittent Ignition Engines: Technical Issues. , (). Retrieved from https://commons.erau.edu/publication/145 This Report is brought to you for free and open access by Scholarly Commons. It has been accepted for inclusion in Publications by an authorized administrator of Scholarly Commons. For more information, please contact [email protected]. DOT/FAA/AR-08/42 Heavy-Fueled Intermittent Air Traffic Organization NextGen & Operations Planning Ignition Engines: Office of Research and Technology Development Technical Issues Washington, DC 20591 September 2009 Final Report This document is available to the U.S. public through the National Technical Information Services (NTIS), Springfield, Virginia 22161. U.S. Department of Transportation Federal Aviation Administration NOTICE This document is disseminated under the sponsorship of the U.S. Department of Transportation in the interest of information exchange. The United States Government assumes no liability for the contents or use thereof. The United States Government does not endorse products or manufacturers. Trade or manufacturer's names appear herein solely because they are considered essential to the objective of this report. This document does not constitute FAA certification policy. Consult your local FAA aircraft certification office as to its use. This report is available at the Federal Aviation Administration William J. -
Throttle Body EFI
Throttle Body EFI What is the operating fuel pressure What’s the smallest and largest of the TBI? engine displacement that can be It depends on your fuel system. When using a returnless selected? (Pulse Width Modulate) system, the fuel pressure will The Atomic EFI will support engines with a minimum of vary between 30-75psi. If you are using a regulated 100ci to a maximum of 800ci. return system the pressure required will depend on horsepower. Most vehicles will require 45psi while engines pushing 600hp will need closer to 70psi. What are the horsepower capabilities of the system and If I already have a fuel system what are the limiting factors? what pressure do I set? With a large fuel pump the maximum output of the Dependent on horsepower, most cars will require 45psi Atomic is 625 HP. This will go down when using boost unless you are putting out very high horsepower. There due to a richer A/F requirement. The limiting factor is the is a DTC (diagnostic trouble code) that indicates 100% injector size. injector duty cycle. If this condition is hit, you will need to increase your fuel pressure by a slight amount (5-10psi) and try again. Please see instruction page 6 for more Can I run boost or Nitrous with information. the system? Yes. The Atomic TBI will support both nitrous and boost up to 2-bar and is compatible with blow-through and What’s the CFM of the throttle draw-through systems. body? The Atomic EFI throttle body can flow approximately 930 CFM. -
FUEL SYSTEM Misdiagnosis
6810 Misdiagnosis Flyer 2/1/11 1:53 PM Page 1 TM AIRTEX Product Information Sheet FUEL SYSTEM Misdiagnosis Airtex fuel pumps are 100% tested before they leave the factory. That’s why it’s a good idea to check out everything else first before suspecting the fuel pump. In fact, 50% of all fuel pumps returned for warranty consideration meet all manufacturer’s specifications when tested. Nearly 75% of all aftermarket fuel pump failures are caused by: – Misdiagnosis – Vehicle related electrical wiring or connector issues – Contaminated vehicle fuel systems Misdiagnosis Misdiagnosis is the leading cause of fuel pump returns. If the engine runs but displays driveability symptoms that you suspect are fuel- related (hard starting, hesitation, misfiring, power loss), first attempt to eliminate other possible causes of the problem. Make sure the engine is in good mechanical condition. An engine may not start or run properly for many reasons. BE SURE TO CHECK: • Fuel in the vehicle tank is adequate (add 2 to 3 gallons as needed). • Fuel is fresh and of good quality. • Fuel system has no leaks. • Fuel filter has been replaced. • Fuel delivery electrical system checks OK. • Engine mechanical systems check OK. • Engine electrical system checks OK. • Ignition system checks OK. • Charging system checks OK. • Battery voltage is at least 12.4 volts. • Cranking voltage at the starter is at least 9.6 volts. • Inertia switch is reset (typical of Ford applications). • Oil pressure and RPM signals are present (various applications). THE MOST COMMON REASONS FOR REPEAT FUEL PUMP FAILURE ARE: • Misdiagnosis: Pump is OK, fault lies elsewhere! • Not measuring fuel volume.