Ignition Dynamics I TROPHY
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852 Subpart D—Block Tests; Reciprocating Aircraft Engines
§ 33.37 14 CFR Ch. I (1–1–10 Edition) all attitudes that the applicant estab- installation on the engine must be es- lishes as those the engine can have tablished and recorded. when the aircraft in which it is in- [Amdt. 33–6, 39 FR 35465, Oct. 1, 1974] stalled is in the static ground attitude. (e) If provided as part of the engine, § 33.43 Vibration test. the applicant must show for each fluid (a) Each engine must undergo a vi- injection (other than fuel) system and bration survey to establish the tor- its controls that the flow of the in- sional and bending vibration character- jected fluid is adequately controlled. istics of the crankshaft and the pro- [Doc. No. 3025, 29 FR 7453, June 10, 1964, as peller shaft or other output shaft, over amended by Amdt. 33–10, 49 FR 6851, Feb. 23, the range of crankshaft speed and en- 1984] gine power, under steady state and transient conditions, from idling speed § 33.37 Ignition system. to either 110 percent of the desired maximum continuous speed rating or Each spark ignition engine must 103 percent of the maximum desired have a dual ignition system with at takeoff speed rating, whichever is high- least two spark plugs for each cylinder er. The survey must be conducted and two separate electric circuits with using, for airplane engines, the same separate sources of electrical energy, configuration of the propeller type or have an ignition system of equiva- which is used for the endurance test, lent in-flight reliability. and using, for other engines, the same configuration of the loading device § 33.39 Lubrication system. -
Spark Plug Condition Chart
Spark Plug Condition Chart Normal Mechanical Damage Oil Fouled May be caused by a foreign object that Too much oil is entering the combustion has accidentally entered the combus- Combustion deposits are slight chamber. This is often caused by piston tion chamber. When this condition is and not heavy enough to cause rings or cylinder walls that are badly discovered, check the other cylinders to any detrimental effect on engine worn. Oil may also be pulled into the prevent a recurrence, since it is possi- performance. Note the brown to chamber because of excessive clear- ble for a small object to "travel" from greyish tan color, and minimal ance in the valve stem guides. If the one cylinder to another where a large amount of electrode erosion which PCV valve is plugged or inoperative it degree of valve overlap exists. This clearly indicates the plug is in the can cause a build-up of crankcase pres- condition may also be due to improper correct heat range and has been sure which can force oil and oil vapors reach spark plugs that permit the piston operating in a "healthy" engine. past the rings and valve guides into the to touch or collide with the firing end. combustion chamber. Overheated Insulator Glazing Pre-Ignition A clean, white insulator firing tip and/or excessive electrode ero- Usually one or a combination of several sion indicates this spark plug con- Glazing appears as a yellowish, var- dition. This is often caused by over engine operating conditions are the nish-like color. This condition indicates prime causes of pre-ignition. -
Bibliography on Ignition and Spark-Ignition Systems
Bibliography on Ignition and Spark-Ignition Systems U.S. Department of Commerce National Bureau of Standards Miscellaneous Publication 251 ; THE NATIONAL BUREAU OF STANDARDS Functions and Activities The functions of the National Bureau of Standards include the developm and maintenance of the national standards of measurement and the provision of means and methods for making measurements consistent with these standards; the determination of physical constants and properties of materials ; the develop- ment of methods and instruments for testing materials, devices, and structures advisory services to government agencies on scientific and technical problems; invention and development of devices to serve special needs of the Government;I and the development of standard practices, codes, and specifications, including assistance to industry, business and consumers in the development and accepi ance of commercial standards and simplified trade practice recommendation!I The work includes basic and applied research, development, engineering, instru- mentation, testing, evaluation, calibration services, and various consultation andd information services. Research projects are also performed for other govern- ment agencies when the work relates to and supplements the basic program of the Bureau or when the Bureau's unique competence is required. The scope of activities is suggested by the listing of divisions and sections on page 26. Publications The results of the Bureau's research are published either in the Burea>au'g own series of publications or in the journals of professional and scientific societies. The Bureau itself publishes three periodicals available from the Gov- ernment Printing Office: The Journal of Research, published in four separai sections, presents complete scientific and technical papers ; the Technical Ne Bulletin presents summary and preliminary reports on work in progress ; a Central Radio Propagation Laboratory Ionospheric Predictions provides da for determining the best frequencies to use for radio communications througho the world. -
Installation Instructions SUPERCHARGER ‘90-’93 Mazda Miata Part# 999-000, 999-005, 999-010, 999-015
Installation Instructions SUPERCHARGER ‘90-’93 Mazda Miata Part# 999-000, 999-005, 999-010, 999-015 440 Rutherford St. P.O. Box 847 Goleta, CA 93117 1-888-888-4079 • FAX 805-692-2523 • www.jacksonracing.com INSTALLATION TIME IN AS LITTLE AS 4 HOURS regularly (every 3000 miles or so), you should FOR EXPERIENCED MECHANICS, AROUND 5 have no trouble. If in doubt, check your engine’s TO 6 HOURS FOR “OCCASIONAL” MECHAN- compression. You should have at least 135psi of ICS. compression in each cylinder with no more than a 10% variance between any two cylinders or with a TOOLS REQUIRED: 3/8” Drive Socket set w/ 10% increase in any cylinder after a tablespoon of 17mm, 14mm, 13mm, 12mm, 10mm & 8mm sock- oil is poured in. Your cooling system should be up ets; Deep sockets (14mm or 9/16”, 10mm): to par (50/50 mix of water and new coolant). Phillips and Standard screwdriver, 10mm, 12mm, Basically, if you have a good engine, it will be very and 17mm open end wrench; 5mm Allen wrench happy with this supercharger. with a 3/8” drive; paper clip; a box to store your OLD PARTS in. A 1/4” drive socket set will be use- BEFORE INSTALLING THIS SYSTEM: ful with some of the tight working areas. A timing A. Drive your fuel tank empty and refill with 92 light will be needed to set the ignition timing. Octane major brand gasoline. If you can only find 91 Octane, see step #3 under “Adjustments” at the A NOTE ON ADDING A SUPERCHARGER TO end of these instructions. -
Number: 93-04 a Technical Aspects Are FAA Approved Replaces Servl 93-004
Number: 93-04 A Technical Aspects are FAA Approved Replaces ServL 93-004 Date: 07/13/2004 Subject: Optional Advancement of timing on the Teledyne Continental O-200A, B Compliance: Any time a complete set of Superior Air Parts, Inc. SA10200 Series Millennium® Cylinders is installed on the O-200A or B engine During the development of the SA10200 Series Millennium® Cylinder, Superior Air Parts Inc. incorporated many improvements to increase strength and service life. Requests from the field have prompted us to conduct an additional test for timing advancement. Recently, Superior has received STC SE8675SW approval to advance the magneto timing on both magnetos, from the present position of 24 degrees B.T.C., to the original timing of 28 degrees B.T.C. NOTE The timing change from 24 degrees B.T.C. to 28 degrees B.T.C. can only be accomplished on O-200A or B engines containing four Superior Air Parts, Inc. SA10200 Series Millennium® Cylinders. PROCEDURES: 1. Remove all upper spark plugs. 2. Position the No. 1 piston on its compression stroke, aligning the 28-degree B.T.C. crankshaft flange index with the bottom split on the crankcase. 3. Refer to the appropriate service information for the particular magneto in use, to properly connect a timing light. Loosen magneto retaining nuts. Rotate the magneto case until the timing light indicates that the points are just opening. If there is not enough limit allowed by the slotted flange holes, then the magneto must be removed from its pad and the magneto drive gear repositioned with the camshaft gear so that the points are just opening in the number 1 magneto firing position. -
Service Manual
SERVICE MANUAL GRASS TRIMMERS / BRUSH CUTTERS • TROUBLE SHOOTING • SERVICE / TORQUE LIMITS • TECHNICAL DATA 1028 4th Street S.W. • Building B • Auburn, WA 98001 • PH: 253-333-1200 • F: 253-333-1212 • tanakapowerequipment.com Introduction How To Use Your Service Manual Replacement Parts This Service Manual is arranged for quick, easy reference When replacement parts are required, use only approved and is divided into numbered sections. parts. Failure to do somayresult in products malfunction and possible injury to operator and/or bystander. NOTE: Read all information for servicing a part or system NOTE:All referenceto "Left","Right","Front" and "Back" before repair work is started to avoid needless are given from operators position. assembly. NOTE: The descriptions and specifications contained in this manual were in effect at the time this manual Preparation For Service was approved for printing. We reserve the right to Proper preparation is very important for efficient service discontinue models without notice and without work. A clean work area at the start of each job will allow incurring ob!igation. The equipment identified as you to perform the repair as easily and quickly as possible, either standard or optional and the various illustra- and reduce incidence of misplace tools and parts. A unit tions may not all be applicab!e to your unit. If you that is excessively dirty should be cleaned before work have question, always check with your dealer. starts. Cleaning will occasionally uncover trouble sources. Tools, instruments and parts needed for the job should be gathered before work is started. Interrupting a job to locate tools or parts is a needless delay. -
1 C255-POM-S-Feb06
C255-POM-S-FEB06 1 Contents DISASSEMBLY OF CYLINDER HEAD 16 REFACING THE VALVES 18 REASSEMBLY OF CYLINDER HEAD 18 FOREWORD 4 GENERAL DESCRIPTION 4 CYLINDER SLEEVE 20 PISTON & CONNECTING ROD 20 OPERATION 6 CAMSHAFT 22 BEFORE STARTING 6 CRANKSHAFT 22 COOLANT 6 OIL PUMP 24 LUBRICATION 6 FUEL 7 GOVERNOR 25 OIL BATH AIR CLEANER 7 SPEED ADJUSTMENT 25 FINAL INSPECTION 8 POWER TAKE-OFF STARTING THE ENGINE 8 REMOVAL & DISASSEMBLY 26 BRINGING THE ENGINE UP TO SPEED 8 POWER TAKE-OFF STOPPING THE ENGINE 8 ASSEMBLY & INSTALLATION 28 EMERGENCY STOP 9 SPECIFICATIONS AND DERATES 30 INSPECTION 9 DAILY INSPECTION 9 PARTS 33 WEEKLY INSPECTION 9 MONTHLY INSPECTION 9 CRANKCASE AND BASE 33 CRANKSHAFT, CAMSHAFT & SERVICE 10 TIMING GEARS 34 LUBRICATION 10 PISTON & CONNECTING ROD 35 CIRCULATION OF OIL 10 CYLINDER HEAD 36 OIL FILTER 10 ROCKER ARM & COVER 37 OIL SUMP 10 OIL PUMP 10 CYLINDER BLOCK 38 MAGNETO LUBRICATION 11 OIL PUMP AND FILTER 39 GOVERNOR LUBRICATION 11 FLYWHEEL & HOUSING 41 CLUTCH LUBRICATION 11 OVERSPEED CONTROLER 42 FUEL SYSTEM 11 CARBURETOR 11 MAGNETO & GOVERNOR DRIVE 43 FUEL RATE FOR ARROW ENGINES 12 GOVERNOR 45 BTU RATE FOR ARROW ENGINES 12 INSTRUMENT PANEL 46 HIGHER HEATING VALUES OF FUEL 12 ARROW C-255 FUEL CONSUMPTION 13 CARBURETOR & AIR CLEANER 47 AIR CLEANER 13 CARBURETOR COMPONENTS 49 COOLING SYSTEM 13 RADIATOR 51 ALTRONIC 1 IGNITION 14 ELECTRIC STARTER 52 IGNITION SYSTEM TROUBLESHOOTING 14 SPARK PLUG 15 ALTRONIC 1 IGNITION 53 POWER TAKE-OFF 15 POWER TAKE OFF COMPONENTS 55 ADJUSTMENT 15 POWER TAKE OFF 56 LUBRICATION 15 COMPLETE OIL LINE KIT 57 DRIVING PLATE REPLACEMENT 15 INSTALLATION OF OIL LINES 57 COMPLETE GASKET SET 58 ENGINE OVERHAUL 16 TORQUING SEQUENCE 59 CYLINDER HEAD 16 VALVES AND MECHANISM 16 2 3 FOREWORD transfer the rotary motion of the crankshaft to take-off Cranking the engine for starting is aided by using NOTE: GENERAL DESCRIPTION assembly. -
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. -
2004-01-2977 IC Engine Retard Ignition Timing Limit Detection and Control Using In-Cylinder Ionization Signal
Downloaded from SAE International by Brought To You Michigan State Univ, Thursday, April 02, 2015 SAE TECHNICAL PAPER SERIES 2004-01-2977 IC Engine Retard Ignition Timing Limit Detection and Control using In-Cylinder Ionization Signal Ibrahim Haskara, Guoming G. Zhu and Jim Winkelman Visteon Corporation Reprinted From: SI Engine Experiment and Modeling (SP-1901) Powertrain & Fluid Systems Conference and Exhibition Tampa, Florida USA October 25-28, 2004 400 Commonwealth Drive, Warrendale, PA 15096-0001 U.S.A. Tel: (724) 776-4841 Fax: (724) 776-5760 Web: www.sae.org Downloaded from SAE International by Brought To You Michigan State Univ, Thursday, April 02, 2015 All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE. For permission and licensing requests contact: SAE Permissions 400 Commonwealth Drive Warrendale, PA 15096-0001-USA Email: [email protected] Fax: 724-772-4891 Tel: 724-772-4028 For multiple print copies contact: SAE Customer Service Tel: 877-606-7323 (inside USA and Canada) Tel: 724-776-4970 (outside USA) Fax: 724-776-1615 Email: [email protected] ISBN 0-7680-1523-5 Copyright © 2004 SAE International Positions and opinions advanced in this paper are those of the author(s) and not necessarily those of SAE. The author is solely responsible for the content of the paper. A process is available by which discussions will be printed with the paper if it is published in SAE Transactions. -
Electronic Ignition
Electrical 6 6 For the Dealer Nearest You, Call: 800-729-3332 6.01 Electronic Ignition Crane Multi-Spark Ignition for Twin Cam 88® Models Crane ‘HI-4’ Ignition, Coil and Plug Wire Kit Electrical • Works with stock coil for outstanding performance on any bike Includes Crane HI-4 single fire ignition, single fire performance dual coil • Stock crankshaft position sensor is used to establish accurate base and reactive spiral core silicone spark plug wires. A complete modern timing. Initial timing can be set from -5° to +4°, rear cylinder timing can ignition kit for Big Twins from 1970 thru 1999 (except Twin Cam 88® be offset from -5° to +4°. Timing is easily adjusted via a rotary switch models), and Sportster® models 1971 thru 2003. 6 • For maximum horsepower, torque and reliability, contains ten advance 24548 Complete kit . .$425.89 curve families, selected via rotary switch. You can select the exact Note: Sportster® models from 1971 thru 1982 and Big Twins from 1970 thru 1983 require that advance curve you want for engines that are from factory-stock to mechanical advance units and point ignitions, or early electronic ignitions and rotors be wildly modified replaced by an OEM 32402-83 ignition timing rotor (CC #59725). • User programmable advance curves easily created on or off the bike • Requires HI-4 Powerlink Programming software to program this ignition (CC #640271 sold separately) • Full multi-spark performance; up to nine sparks at idle, three sparks up to 6,000 rpm • Easier starting, hot or cold, plus better low-speed driveability and off-idle response. -
Tim's Updated Slick Timing Document Updated for Better Readablity and More Completeness
Tim's Slick Mag Timing Re-Compilation http://www.myrv10.com/tips/maintenance/tims_slick_timing_info.html Tim's updated Slick Timing Document Updated for better readablity and more completeness Note: This wall all originally compiled by Sacramento Sky Ranch. I'm not trying to duplicate it totally, but instead, trim out some of the variety of engine types that they talk about, so that it mainly applies to my IO-540 D4A5, and to correct all of the poor word wrapping and other cosmetic defects such as the ugly ALL-CAPS text, that they put together, so it's easier to read. WHERE DO I STICK THE TIMING PIN? 1. TIMING INSTRUCTIONS ARE ON THE OUTSIDE OF THE BOX. Insert the T-118 timing pin in the L OR hole of the distributor block, depending on the rotation of the magneto. Refer to the Magneto Data Plate for magneto rotation direction. 2. Turn the rotor shaft opposite the specified direction of rotation until the timing pin is inserted approximately 7/8" into the distributor block. When properly engaged, the timing pin will "Seat" against the distributor block. Note: If the rotor shaft cannot be turned and the timing pin is not seated 7/8" into the distributor block, remove the pin. Turn the rotor shaft 1/8" turn and reinsert the pin. Turn the rotor shaft 1/8" and reinsert the timing pin. Then repeat steps 1 and 2 above. 3. With the pin fully inserted into the distributor block, the magnto is now aligned to fire cylinder #1. (My Note: This is NOT TDC, but rather the firing position which is probably about 25 degrees BTDC) 4. -
Cooling System
COOLING SYSTEM A system, which controls the engine temperature, is known as a cooling system. NECESSITY OF COOLING SYSTEM The cooling system is provided in the IC engine for the following reasons: The temperature of the burning gases in the engine cylinder reaches up to 1500 to 2000°C, which is above the melting point of the material of the cylinder body and head of the engine. (Platinum, a metal which has one of the highest melting points, melts at 1750 °C, iron at 1530°C and aluminium at 657°C.) Therefore, if the heat is not dissipated, it would result in the failure of the cylinder material. Due to very high temperatures, the film of the lubricating oil will get oxidized, thus producing carbon deposits on the surface. This will result in piston seizure. Due to overheating, large temperature differences may lead to a distortion of the engine components due to the thermal stresses set up. This makes it necessary for, the temperature variation to be kept to a minimum. Higher temperatures also lower the volumetric efficiency of the engine. REQUIREMENTS OF EFFICIENT COOLING SYSTEM The two main requirements of an efficient cooling system are: 1. It must be capable of removing only about 30% of the heat generated in the combustion chamber. Too much removal of heat lowers the thermal efficiency of the engine. 2. It should remove heat at a fast rate when the engine is hot. During the starting of the engine, the cooling should be very slow so that the different working parts reach their operating temperatures in a short time.