ENGINE CONTROLS XL-2 AIRPLANE

CHAPTER 76 ENGINE CONTROLS

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Copyright © 2009 All rights reserved. The information contained herein is proprietary to Liberty Aerospace, Incorporated. It is prohibited to reproduce or transmit in any form or by any means, electronic or mechanical, including photocopying, recording, or use of any information storage and retrieval system, any portion of this document without express written permission of Liberty Aerospace Incorporated.

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Table of Contents SECTION 76-00 GENERAL 5 SECTION 00-01 FADEC SYSTEM DESCRIPTION AND FUNCTIONAL OVERVIEW 6 SECTION 00-02 HEALTH STATUS ANNUNCIATOR AND POWER TRANSFER CHECK PROCEDURES 7 FADEC POWER TRANSFER CHECK 8 SECTION 76-10 POWER CONTROL 11 SECTION 10-01 POWER (THROTTLE) CABLE REMOVAL AND REPLACEMENT 12 THROTTLE CABLE REMOVAL 13 THROTTLE CABLE INSTALLATION 14 THROTTLE CABLE RIGGING PROCEDURE 15 SECTION 76-20 EMERGENCY SHUTDOWN 17

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Section 76-00 General This chapter provides a descriptive overview of the control systems for the IOF- 240-B engine installed on the airplane. Detailed information for routine line maintenance for each engine subsection or system is provided in the appropriate chapter. More detailed information for repairs and maintenance on systems and components specific to the IOF-240B engine FADEC system are provided in the current release of the Teledyne Continental Motors Maintenance Manual for IOF- 240-B series engines, TCM p/n: M-22. The IOF-240B engine installed in the airplane is equipped with a “PowerLink” ™ Full Authority Digital Engine Control (FADEC) manufactured by the Aerosance Corporation. This system controls both ignition timing and fuel delivery to the engine. The ignition section of the FADEC replaces the conventional magneto system, while the fuel section replaces the carburetor or hydro-mechanical fuel injection system found in conventional installations. In a fixed-pitch propeller installation such as this airplane, primary power control is through a single throttle lever. Fuel mixture is controlled by FADEC; there is no cockpit mixture or pitch control. The following are additional engine controls: • Include a manual knob for selection of alternate induction air (used only in case of blockage of the primary induction air filter), • An ignition switch to select between the L and R channels of the FADEC system, • FADEC A and FADEC B power switches to control electric power to the FADEC system • A FADEC Health Status Annunciator (HSA) which indicates various FADEC malfunctions or operating modes • A Boost Pump Mode Switch (BPMS) • An emergency fuel shutoff

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Section 00-01 FADEC System Description and Functional Overview

Figure 76-1 Fuel Supply System Components of the FADEC system include dual Electronic Control Units (ECU) mounted on the engine compartment firewall. Each contains dual redundant microprocessors and dual high voltage coil sections. Each microprocessor controls ignition for two cylinders. Complete failure of a single microprocessor and/or its associated high voltage section will result only in the loss of spark to one of the two spark plugs in the two affected cylinders; fuel injection functions are shared by all four microprocessors in the system. In the extremely unlikely event of complete failure of an entire ECU (both processors and both high voltage sections), the engine will continue to run at reduced power, as the ECU’s are arranged to control cylinders paired on opposite sides of the engine. The remaining cylinders will respond normally to cockpit controls.

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An engine-mounted sensor set supplies information to the two ECUs. Sensors include cylinder head temperature for each cylinder, exhaust gas temperature for each cylinder, temperature and absolute pressure of the air in the induction manifold, pressure of fuel supplied to the fuel injector nozzles, engine rotational speed, and crankshaft position. Engine speed and crankshaft position are sensed by dual magnetic pickups installed in the crankcase, which sense the passage of “targets” (holes) milled into the camshaft drive gear. Signals from the magnetic sensors are further conditioned by a unit installed on the engine accessory case in the left magneto opening. The right magneto opening is covered. In addition, in fixed-pitch propeller installations, throttle position is sensed to the wide-open-throttle (WOT) position or RPM. When WOT is sensed, the FADEC fuel system adjusts fuel flow for the best-power configuration. At any other throttle systems, the FADEC fuel system adjusts flow as required for best-cruise operation. To provide system redundancy, many sensors, including engine speed and crank position, intake manifold pressure and temperature, and fuel pressure, are installed in duplicate. In addition, should all information from any sensor(s) be lost, system software will revert to internally stored default values to allow continued engine operation. The FADEC system manages each cylinder individually. As a combustion event for a given cylinder approaches, the FADEC calculates mass airflow based on engine speed and intake manifold air density (manifold pressure and air temperature). At the appropriate time, the coil for the cylinder’s fuel injector is energized for a specific length of time based on fuel pressure and calculated to provide the correct amount of fuel for best economy mixture (at intermediate throttle positions) or best power mixture (at wide-open throttle). At the appropriate time before the cylinder reaches top dead center (TDC) on the compression stroke, the spark plugs are fired. Engine timing is established by the FADEC ECU’s and cannot be manually set or verified. Calculation of the correct timing and duration of fuel injection (and of ignition timing when engine speed at or below 2000 RPM) is repeated for each subsequent combustion event. The FADEC system has no direct control over throttle position, which is managed directly by the pilot. However, in the event of engine over-speed, the FADEC will attempt to limit the over-speed condition, initially by leaning the fuel mixture, then by sequentially disabling the ignition in one or more cylinders. Transient engine roughness may be experienced because of the FADEC’s attempts to limit engine over-speed. Section 00-02 Health Status Annunciator and Power Transfer Check Procedures A Health Status Annunciator (HSA) panel is provided to allow the pilot to monitor correct function of the FADEC and verify correct operation of its backup modes during a preflight check. This section contains the procedure to check the power transfer check.

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FADEC POWER TRANSFER CHECK Perform this procedure to check the FADEC power transfer. 1. Start engine per Aircraft Flight Manual / Pilot’s Operating Handbook (AFM/POH). 2. Allow oil temperature to warm up to minimum 100 deg. F. 3. Point airplane into the wind, and free of all obstructions. Chock wheels or hold brakes (do not depend on parking brake). 4. Set throttle to 1700 RPM. 5. Check oil pressure 30-60 psig. 6. Set BPMS switch OFF> 7. Check fuel pressure within limits. 8. Set BPMS switch ON (pump will run continuously) or AUTO (pump will be commanded on or off by FADEC). 9. Check alternator load on VM1000FX. 10. Press TEST switch on HSA. Verify all bulbs illuminate. 11. Release test switch. 12. Turn FADEC PWR A switch OFF. Verify that there is no RPM drop or bump (RPM does not change). Verify AUX PWR lamp illuminates and BATT LO lamp may or may not illuminate. 13. Turn FADEC PWR A switch ON. Verify that there is no RPM drop or bump and that AUX PWR and BATT LO lamps extinguish. 14. Turn FADEC PWR B switch OFF. Verify that there is no RPM drop or bump and that BATT LO light illuminates. 15. Turn FADEC PWR B switch ON. Verify that there is no RPM drop or bump and that BATT LO light extinguishes.

IF AN RPM DROP OCCURS DURING FADEC PWR A AND PWR B TRANSFER CHECK (ABOVE STEPS), DETERMINE FAULT AND REPAIR BEFORE FLIGHT.

16. Set ignition switch to L position, check RPM and HSA: 17. Verify RPM drop is no less than 10 RPMs and no more than 150 RPMs. 18. Verify HSA right side channel lamps ILLUMINATE.

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If ignition switch remains in L position for more than 30 seconds, the FADEC warning lamp will illuminate.

19. Return ignition switch to BOTH position, check RPM and HSA: There should be no drop in RPM. 20. Verify all HSA lamps extinguished. 21. Verify RPM drop is no less than 10 and no greater than 150. 22. Verify HSA left side channel lamps: ILLUMINATE

If ignition switch remains in R position for more than 30 seconds, the FADEC warning will illuminate.

23. Return the ignition switch to the BOTH position. Check the RPM and the HSA. There should be no drop in RPM. 24. Verify all HSA lamps extinguished.

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Section 76-10 POWER CONTROL The power cable, comprised of a fixed outer sheath and a moving inner element, transmits movement from the cockpit throttle lever to the air throttle unit at the top of the engine. Attachments at both ends secure the outer sheath to the airframe. A swaged spherical rod-end bearing at the rear end is attached to the throttle lever by means of an AN3-10 bolt and terminated using a self locking, castellated nut and a cotter pin. While a swaged spherical rod-end bearing at the front is attached to the air throttle bell-crank using the same means for termination as the rear attachment. To prevent failure of the swage rod-end bearings at both ends of the cable, a washer of sufficient size is placed between the castle nut attached to the bolt and the bearing on the rod-end. The washer will interfere with any undetected separation of the bearing from the rod-end.

Figure 76-2 Throttle Cable Assembly

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Figure 76-3 Throttle Cable and Lever Attachment Section 10-01 Power (Throttle) Cable Removal and Replacement This section contains the procedures to remove and install the power (throttle) cable.

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THROTTLE CABLE REMOVAL 1. Remove belly panel. 2. Remove upper and lower engine cowls. 3. Remove and discard cotter pin on engine end of throttle cable. 4. Loosen castle nut and remove large washer. Note position of all washers. 5. Remove throttle cable rod end from bolt. Unthread rod end from throttle cable. 6. Remove washer stack from bolt, and remove bolt from throttle body lever. 7. Loosen rod end side jam nut and slide nut and lock washer off throttle cable. 8. Slide the throttle cable towards the cabin through engine bracket and rear engine baffle. 9. Remove cable side jam nut and lock washer by sliding off cable. 10. Lay throttle cable end on engine. 11. Loosen jam nut at firewall and slide jam nut and lock washer off cable. 12. Loosen and remove WDG clamp aft of firewall from cable. 13. Remove and discard cotter pin from throttle lever end of throttle cable. 14. Loosen castle nut and remove large washer. Note position of all washers. 15. Remove throttle cable rod end from bolt. Unthread rod end from throttle cable. 16. Remove washer stack from bolt, and remove bolt from throttle lever. 17. Loosen rod end side jam nut and slide nut and lock washer off throttle cable. 18. Remove cable side jam nut and lock washer by sliding off cable. 19. Slide the throttle cable towards the firewall through chassis bracket. 20. Remove firewall jam nut and lock washer by sliding off cable. 21. Pull throttle cable slowly through firewall pass-thru from under the aircraft.

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THROTTLE CABLE INSTALLATION 1. Pass throttle cable through firewall pass-thru from under the aircraft moving towards the engine compartment taking care to rout cable up and thru rear engine baffle. 2. Reverse the above steps. 3. Torque all jam nuts to 210 IN-LBS +/- 42 IN-LBS.

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THROTTLE CABLE RIGGING PROCEDURE 1. Ensure that rod ends at both ends of the cable are threaded approximately mid-way on the threaded ends. 2. Place the power lever in the cockpit at its rear most position. 3. Perform throttle rigging to current TCM Manual P/N IO-22 Chapter 5-2.6.

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Section 76-20 Emergency Shutdown The normal means of shutting down the airplane engine is by moving the ignition switch to the OFF position. This grounds all four high voltage coils in the MPC units. This method is also the primary means of emergency engine shutdown. Should the engine fail to stop, the following additional means of shutting down are available in order of preference: 1. Turn both FADEC PWR A and FADEC PWR B switches OFF. 2. Turn BPMS (Boost Pump Mode Switch) to OFF. This disables both channels of the FADEC, interrupting both fuel injection and ignition. It also disables the airframe electric boost pump in case a FADEC fault or pilot action has commanded it ON. 3. Turn cockpit fuel selector OFF. 4. Turn BMPS OFF. This physically halts the flow of fuel to the engine fuel pump. It also disables the airframe electric boost pump (which is upstream of the fuel selector valve) in case a FADEC fault or pilot action.

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