Magnum XLS .15A Operating Instructions Manual

XLS .15A

AIRCRAFT ENGINE

OPERATING

INSTRUCTIONS

XLS .15A AIRCRAFT ENGINE

SPECIFICATIONS AND FEATURES

Displacement ................................................. 2.486cc

Bore ............................................................... 15.2mm

Stroke ............................................................ 13.7mm

Practical RPM ................................................ 2,500 - 18,000

Weight w/Mufer ............................................ 6.8oz

●

ABC Piston and Sleeve

●

Dual Ball Bearing-Supported Crankshaft

●

Dual Bushing-Supported Connecting Rod

●

Lightweight, High Power Output

●

Anodized Cylinder Head

P/N 210605

INTRODUCTION

Thank you for choosing a Magnum XLS series aircraft engine. The XLS

.15A is a single cylinder, two-cycle engine incorporating ABC (Aluminum

piston, Chrome plated Brass sleeve) technology for long life, high power

output and easy break-in. A dual needle valve carburetor for precise

fuel/airow metering is standard. The XLS .15A also features a dual ball

bearing-supported crankshaft and a dual bushing-supported connecting

rod. Your Magnum XLS series engine was designed by expert engineers

and built by master craftsmen using only the highest quality materials and

CNC machinery. These qualities provide the long life and dependability you

have come to expect from an engine of this caliber.

BECOMING FAMILIAR WITH YOUR ENGINE

If you are familiar with the operation of model engines or just can't wait to

run your new engine, please read through the Quick Start Guide included.

This guide will help you get started right away and also includes some

good recommendations. We do recommend reading through these operating

instructions in their entirety to familiarize yourself with the features and

operation of your new engine. We have also included a Troubleshooting

Guide should you encounter any problems.

Please use the photos below to familiarize yourself with the components of

your new Magnum XLS series engine.

Mufer

Carburetor

Assembly

Crankshaft

Drive Washer

Propeller Nut

and Washer

Due to running manufacturing changes

and improvements, your engine may

differ slightly from that shown.

High Speed

Needle Valve

Mufer Cone

Cylinder Head

Crankcase

Detent Spring

Low Speed

Needle Valve

Fuel Nipple

Rotor Bolt

Throttle Arm

CAUTION - PLEASE READ!

Magnum XLS series model airplane engines will consistently give you

dependable performance and reliability and will be a source of satisfaction

and pleasure if you follow these instructions as to the engine’s proper and

safe use. You alone are responsible for the safe operation of your engine,

so act sensibly and with care at all times. This Magnum XLS series model

airplane engine is not a toy. It is a precision-built machine whose power is

capable of causing serious injury to yourself and others if abused or misused,

or if you fail to observe proper safety precautions while using it.

●

Keep spectators, especially small children, at least 20 feet away from the

engine while it is running.

●

Mount the engine securely in the airplane or on a suitable engine test stand
to run the engine. Follow the mounting instructions in your kit's instruction
manual or on the plans for individual mounting recommendations. Do not
clamp the engine in a vise to test-run it.

●

Use the recommended size propeller and follow the proper procedure for
mounting the propeller. Use the correct size wrench to tighten the propeller
nut. Do not use pliers.

●

Inspect the spinner, propeller, and propeller nut on a regular basis, looking
for any signs of nicks, cracks or loosening.

●

To stop the engine, adjust the throttle linkage to completely close the throttle
barrel and therefore cut off the fuel/air supply. You can also pinch the fuel
line to stop the engine, but only if it is accessible. Do not throw anything into
the spinning propeller or attempt to use your hands to stop the engine.

●

While the engine is running, stand behind the engine to make any adjustments
to the needle valves. Do not reach over or around the propeller. Do not
lean toward the engine. Do not wear loose clothing or allow anything to be
drawn into the spinning propeller while the engine is running.

●

If you need to carry your model while the engine is running, be conscious
of the spinning propeller. Keep the airplane pointed away from you and
others at all times.

●

Do not use a tight-tting cowling over the engine. It can restrict air from
owing over the engine, which could result in engine damage from overheating.

For proper cooling, the total cowling air-exit area should be 30% greater than
the total air-intake area.

ENGINE INSTALLATION

Engine Orientation

Your XLS series engine can be orientated in any position on the rewall. Keep

in mind that when the engine is mounted inverted, carburetor adjustments

will need to be made differently and the fuel tank may need to be lowered.

(See fuel tank size and orientation to carburetor on the next page.)

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1

Engine Bolts and Firewall Requirements

The engine should be mounted to either a glass-lled nylon engine mount, a

machined aluminum engine mount or an integrated hardwood beam mount.

Use only high-quality 1/8" (3mm) steel cap screws and related hardware to

mount the engine to the engine mount. The rewall in the airplane should

be aircraft grade plywood no less than 3/16" thick and the rewall should

be reinforced to meet the torque and weight of the engine.

Carburetor Rotor Bolt

The rotor bolt holds the throttle barrel in the carburetor body and requires

no adjustment. As part of your

mainten a n ce sc h edul e you

should periodically check that

the rotor bolt is tight and that the

gasket is not damaged.

Fuel Tank Size and Orientation to Carburetor

Ideally, the stopper in the fuel tank should be level with the high speed needle

valve or just slightly below it. Some models will only allow the fuel tank to be

mounted higher than the ideal location. A fuel tank that is positioned higher

than the ideal location usually doesn’t pose any problem except when it is

mounted excessively higher and/or is used in conjunction with an inverted

mounted engine or during extreme aerobatic ight. If you mount the engine

inverted, we strongly suggest lowering the fuel tank so the stopper assembly

is slightly below the high speed needle valve. Doing this will prevent fuel

from siphoning into the engine and ooding it when the fuel tank is full. If

you cannot lower the fuel tank far enough, we suggest lowering it as far as

can be allowed in your particular application.

The size of the fuel tank used should be 4oz. - 6oz., depending on the

model and the length of ights desired. Use of a 6oz. tank will provide

approximately 15 minutes of run time at full throttle. Use of a fuel tank any

larger than 6oz. can lead to excessive leaning of the engine during ight

and is not recommended.

Carburetor Installation

The carburetor is held in place using the pinch bolt and retaining nut already

installed in the crankcase. Slide
the base of the carburetor into the
crankcase, being careful to keep
the carburetor perpendicular to
the front of the engine. Using

your thumb, push down rmly on

the carburetor so that the base
of the carburetor sets completely
into the crankcase. An o-ring
is inst alled on the carburetor

throat to seal the joint. While holding the carburetor down rmly, gently tighten

the retaining nut to draw the pinch bolt into place.

WARNING Do not overtighten the retaining nut or damage to the base
of the carburetor could occur.

Mufer Installation

The mufer is mounted to the engine using the two socket-cap screws, two

split washers and one of the two
gaskets provided. The second
gasket should be kept as a spare.
Tighten both screws firmly to

prevent the mufer from loosening
during ight. The exhaust cone
on the back of the mufer can be

adjusted to better match the in­stallation of your particular ap­plication. To adjust the exhaust

cone, loosen the retaining nut, rotate the cone to the desired angle, then

tighten the retaining nut rmly while holding the axial bolt in place from the
front of the mufer. It is important to tighten the retaining nut rmly to

prevent the exhaust cone from loosening during ight.

Needle Valve Extension

If an extension is required to

ad just the high speed needle

valve, use a 1.5mm diameter wire of the necessary length (not included).

Loosen the grub screw in the side of the needle valve using a 1.5mm hex

wrench, insert the wire into the end of the needle valve, then tighten the grub

screw rmly. If the extension is more than a few inches long we recommend

supporting the outer end of the extension to prevent excessive vibration.

Adjusting the Throttle Arm Position

The throttl e ar m angle can b e adjusted to b et te r suit your p ar ti cu la r

application. Loosen the throttle

arm reta in ing nut, adjust the

angle of the throttle arm either

forward or backward, then rmly

tighten the retaining nut.

Adjusting the Idle Speed

The carburetor does not feature

an idle stop screw like some

engines, instead opting to adjust the idle speed via the transmitter. You

will need to set up your transmitter throttle trim lever to keep the engine at

a low idle when the trim lever is centered, then to shut off the engine when

the trim lever is pulled all the way back.

Propeller Installation

WARNING Before installing the propeller it must be balanced. Running
your engine using an out-of-balance propeller can lead to excessive
vibration, which will result in excessive stress and wear on both the engine
and the airframe. Balance the propeller using the method recommended
by the propeller manufacturer. Several products are available to properly
balance propellers. Ask your local retailer for more information about
these items.

NOTE: PROPELLER SHAFT THREAD SIZE IS 5MM.

Us i n g a 3/ 1 6" drill bi t or a
prop eller reamer, enlarge the

hole in the propeller hub to t

the crankshaft. The diameter of
the crankshaft is 5mm. Slide the
propeller onto the crankshaft, up
against the drive washer. Slide
the propeller washer up against
the prope ll er and t hr ea d the
propeller nut into place. Tighten

the propeller nut rmly to secure the propeller into place. When tightening the

nut, use an adjustable wrench. Do not use pliers.

WARNING If you are installing a spinner onto your engine, the cone

of the spinner must not rub against the propeller. Allowing the spinner

cone to rub against the propeller could lead to propeller damage and

eventual propeller failure.

2

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PROPELLER, GLOW PLUG AND FUEL

Propeller Recommendation

The diameter and pitch of the propeller needed for the XLS .15A engine will
vary greatly depending on the application the engine is used in. The weight,

drag, and the type of model and how you intend to y it are all factors in

determining the correct size propeller to use. Experimentation will be

necessary to nd the optimal size propeller for your particular application.

Ideally you want a propeller that the engine will turn in the 12,000 - 15,000

rpm range on the ground, yet power the airplane sufciently. Using a propeller

that is too small will cause the engine to run at too high an rpm. Using a
propeller that is too large will cause the engine to run at too low an rpm,

cause it to lug down too much and make tuning difcult. In both instances

this can lead to premature engine wear and eventual failure.

PROPELLER SIZE RECOMMENDATIONS

Use for

Break-In

7 x 4, 5

8 x 4

7 x 6, 7

8 x 3, 4

8 x 5, 6

Glow Plug Recommendation

Glow plugs can make a big difference in the performance of your engine.
We recommend using a long-reach, hot heat-range glow plug intended

specically for two-stroke engines. Do not use a cold heat-range plug.
This can lead to erratic engine runs, difcult tuning and eventual engine

wear and failure.

Fuel Recommendation

Fuel can make a big difference in the way your engine performs. We recommend
using two types of fuel with the XLS .15A engine. For the break-in period you
should use a fuel containing no more than 15% nitro methane and no less
than 18% Castor/synthetic blend lubricant. Use of fuel containing more than
the recommended percentage of nitro methane or only synthetic lubricants
will cause the engine to run too hot and result in excessive wear and engine
failure in a very short period of time. Once the engine has been adequately
broken in (about 1/2 gallon of the recommended break-in fuel), we still
suggest using 15% nitromethane fuel, although a fuel containing up to, but
no more than, 30% nitro methane and no less than 18% Castor/synthetic
blend lubricant can be used. Remember though, when using higher
nitro-content fuels, the engine will run hotter and its useful life will be shortened.

You must also be careful when leaning out the engine.

WARNING We do not recommend using fuels that contain only synthetic

lubricants. Synthetic lubricants have a much lower ash point than Castor

Oil lubricants. Flash point is the point at which the lubricant begins to
actually burn and lose its lubricating qualities. Using fuels containing
a blend of Castor Oil and synthetic lubricants results in an engine that
runs cooler and lasts longer. One lean run using a fuel containing only
synthetic lubricants can cause engine failure. Using fuels with a Castor
Oil and synthetic blend of lubricants greatly reduces this chance.

HIGH AND LOW SPEED NEEDLE VALVES

High Speed Needle Valve

The high speed needle valve is used to meter the air/fuel mixture at full
throttle. Turn the needle valve clockwise to lean the mixture or turn the needle
valve counterclockwise to richen the mixture. When you start the engine

for the very rst time the needle valve should be turned in completely, then

backed out 2-1/2 turns. When you start the engine after that, leave the needle
valve in the same position it was in when you shut down the engine.

Low Speed Needle Valve

The low speed needle valve is preset from the factory for initial starting
and break-in. Do not adjust it until after the engine is broken in. The
low speed needle valve regulates the air/fuel mixture at idle and during
transition from idle to full throttle. Turn the needle valve clockwise to lean
the mixture or turn the needle valve counterclockwise to richen the mixture.
The low speed needle valve is preset from the factory, but minor adjustments
may need to be made after the engine is broken in. To reset the low speed

needle valve to the factory setting, follow these procedures:

●

Open the carburetor barrel completely.

●

While holding the carburetor barrel open, turn the low speed needle
valve IN (clockwise) GENTLY until it stops. From this point, while still
holding the carburetor barrel open, turn the low speed needle valve
OUT (counter-clockwise) 2 full turns. This is the factory setting.

WARNING It is possible to adjust the low speed needle valve so lean
that the engine will not draw fuel. The low speed needle valve should
not need to be adjusted more than one full turn in either direction from
the factory setting. If the engine does not idle or transition, reset the low
speed needle valve to the factory setting.

STARTING PROCEDURE

Your XLS series engine can be started using an electric starter or it can
be started by hand. For safety and ease of starting, especially when the
engine is new, we recommend using an electric starter. The following two

procedures should be done with the power to the glow plug off.

Starting Using an Electric Starter

When using an electric starter it is not necessary to choke and prime the
engine. The starter turns the engine over fast enough that the engine draws
fuel on its own. Priming the engine prior to using an electric starter can cause

the engine to "hydro-lock" or ood. This is a result of too much fuel in the
engine before it actually res. Turning the engine over with an electric

starter while the engine is ooded can cause extreme damage to the

engine and/or cause the propeller assembly to come loose. Turn the
propeller through the compression stroke one time by hand to check
for a hydro-locked state before applying the starter.

Starting by Hand

When starting the engine by hand always use a chicken stick or a heavy
leather glove. Never just use your bare hand or serious injury could result.

To make the engine easier to start by hand it should rst be primed. This

is done by opening the carburetor barrel completely and covering the tip

of the mufer with your nger. Fuel can then be drawn into the engine by

"pulling" the propeller through the compression stroke 2 - 3 times. This will
draw fuel into the engine. After fuel begins to enter the carburetor, remove

your nger from the mufer and pull the propeller through the compression

stroke once to check for a hydro-locked condition.

WARNING ABOUT ENGINE HYDRO-LOCKING

If the engine becomes hydro-locked, do not force the propeller through the
compression stroke. The excess fuel should be expelled from the engine.

●

Completely close the high speed needle valve until it bottoms out, then

remove the glow plug from the cylinder head.

●

With a rag over the top of the engine, turn the crankshaft several times,

using your electric starter or ipping the propeller by hand. The excess

fuel will be expelled out of the engine and into the rag.

●

Check to make sure that the glow plug has not been fouled, then reinstall it

and reset the high speed needle valve.

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3

BREAK-IN PROCEDURE

IMPORTANT Your XLS series engine is an ABC engine. The cylinder

sleeve is tapered at the top, causing severe resistance when the piston
moves through the top of the stroke. This is normal. When the engine
heats up to operating temperature, this resistance will decrease and the
proper clearance will be achieved. The break-in procedure will guide you
through the steps necessary to properly break in your new ABC engine.

Please follow the steps in this section closely.

The break-in process allows the engine parts to perfectly t each other and

properly protect each part from premature wear. The engine should be
broken in using a fuel that contains no more than 10% nitro methane and
no less than 18% Castor/synthetic blend lubricant. Fuel containing only
synthetic lubricants should not be used during the break-in procedure.
For the break-in procedure we recommend mounting the engine into the

airplane it will be used in. This way the mufer, fuel tank and throttle linkage

can all be tested in combination with the engine. If your airplane uses a
cowling, it should be removed during the break-in procedure.

❑ 1) Turn the high speed needle valve out 2-1/2 turns from the fully closed
position.

❑ 2) If you are using an electric starter to start the engine, follow the procedure
in the previous section. If you are starting the engine by hand, follow that
procedure in the previous section.

❑ 3) Open the throttle barrel to approximately 1/4 throttle. Connect the
power to the glow plug. Start the engine using an electric starter or by hand.

If starting by hand you will need to vigorously ip the propeller through the

compression stroke several times before the engine will start.

❑ 4) Once the engine starts, open the throttle barrel to about 1/2 throttle.
You may need to lean the high speed needle valve in about 1/4 turn to keep
the engine running at half throttle.

❑ 5) After the engine has been running about 1 minute, remove the power
from the glow plug and slowly advance the throttle barrel to full throttle.
Adjust the high speed needle valve so that the engine is running very rich.
You should notice excessive white smoke coming from the exhaust. Let the
engine run for approximately 10 minutes then stop the engine.

❑ 6) Let the engine cool for approximately 10 minutes then restart it. Set
the high speed needle valve mixture to a slightly leaner setting, about 1/4
turn more in. Let the engine run for about 5 minutes at this setting, then
stop the engine and let it cool for approximately 10 minutes.

❑ 7) Repeat the procedure in step # 6, while leaning the needle valve
slightly more each time. In all, you should run the engine about a total of 45
minutes of actual running time. After 45 minutes of run-time the engine is

ready for ight. Fly the airplane with the engine set as rich as possible, but
with adequate power to y the airplane. After each ight, lean the mixture
slightly. Continue to do this for about 5 ights. At this point the engine should

hold a good setting on the high speed needle valve and you can begin to

ne tune the needle valve settings to increase performance.

OPTIMIZING THE MIXTURE SETTINGS

Now that your engine is broken in, you can set the high and low speed needle
valves for optimum performance.

WARNING Be careful never to lean the engine out too much. Remember
that the lubricants for your engine are suspended in the fuel. If you lean
out the fuel mixture too much you will also be lowering the amount of
lubricant entering your engine. Less lubricant means more chance of
your engine overheating and possible engine failure.

Setting the High Speed Needle Valve

❑ 1) Start the engine and remove the power from the glow plug. Allow the
engine to warm up for about 30 seconds.

❑ 2) After the engine has warmed up, slowly lean the high speed mixture
until the engine reaches peak rpm. After reaching peak rpm, richen the
mixture slightly until an audible drop in rpm is heard. If you are using a
tachometer this should be between a 200 - 300 rpm drop.

❑ 3) With the engine running at full power, carefully lift the nose of the
airplane about 45º into the air. The mixture should not become too lean,
but you may hear a slight increase in rpm. If the engine sags, or loses rpm
when you hold the nose up, the mixture is too lean. If this is the case, slightly
richen the mixture and follow the test once more.

IMPORTANT Rpm will increase about 10% - 30% in the air. This is

due to the forward motion of the aircraft as it is ying. Because of this,

more air is entering the carburetor, at a higher force, which causes the
mixture to lean out. Additionally, as the fuel level in the fuel tank goes

down, fuel draw becomes more difcult for the engine, especially during

aerobatics, thus causing the mixture to go lean. It is imperative that you
set the mixture rich while on the ground to compensate for the leaning
tendencies that will happen in the air. Always watch the exhaust during

your ight. The engine should leave a noticeable white smoke trail at

all times. If there is no smoke trail, the engine is running too lean. You
should land immediately and reset the mixture.

Setting the Low Speed Needle Valve

❑ 1) Start the engine and lean out the high speed needle valve as per the
previous steps. Close the throttle until the slowest reliable idle is reached.
Allow the engine to idle for about 15 - 20 seconds.

❑ 2) Quickly advance the throttle to full. If the engine just stops running
as soon as the throttle is advanced, the idle mixture is too lean. With the
engine stopped, richen the idle mixture about 1/8 of a turn.

❑ 3) Repeat steps # 1 and # 2 until the engine will transition from idle to
full throttle smoothly. Minor hesitation in the transition is normal.

❑ 4) If you quickly advance the throttle from idle to full and the engine seems
to be very rich during transition (i.e., lots of smoke coming from the exhaust),
the mixture is too rich. With the engine stopped, lean the idle mixture about
1/8 of a turn.

❑ 5) Repeat steps # 1 and # 4 until the engine will transition from idle to
full throttle smoothly. Minor hesitation in the transition is normal.

ENGINE MAINTENANCE

●

Avoid running the engine under dusty conditions. If you are in a dusty

environment we suggest using an air lter over the carburetor.

●

At the end of every ying day, purge the engine of fuel by disconnecting

the fuel line and allowing the engine to run dry of fuel.

●

Use a high quality after-run oil in the engine after you have purged the
engine of fuel. Inject the oil into the engine through the carburetor and
through the glow plug hole. Rotate the crankshaft several times to distribute
the oil throughout the engine. This will prevent the engine from forming rust.

●

Periodically check to make sure all of the engine bolts are tight.

Information about returning your engine for warranty service, can be

found on the separate sheets packaged with these Operating Instructions.

Magnum XLS series engines are distributed exclusively by Global Hobby Distributors

18480 Bandilier Circle, Fountain Valley, CA 92708

All contents copyright © 2006, Global Hobby Distributors

Revision 1 September 2006

4

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XLS .15A AIRCRAFT ENGINE QUICK-START GUIDE

The following information is provided to get your new Magnum XLS series engine running right away with minimal effort. We have listed our

recommendations for fuel, propeller, starting procedures and other recommended accessories. Also included is general information about the

accessories needed for the engine that we hope you will nd helpful.

This Quick-Start Guide should not be used as a replacement for the Operating Instructions included; rather, it should be used along with the Operating

Instructions. We highly recommend reading through the Operating Instructions to familiarize yourself with each part of the engine, along with the

proper procedures for engine break-in and tuning.

OUR RECOMMENDATIONS

The following items are recommended for use with your Magnum XLS

series aircraft engine. These items are recommended for initial start-up

and running. Please read through the Operating Instructions for further

details.

Fuel: We suggest Power Master 15% 2-Stroke Blend (P/N 275198)

for break-in.

We suggest Power Master 15% 2-Stroke Blend (P/N 275198)
for normal use.

We suggest using Power Master brand fuels. Power Master fuel comes

in many different nitromethane contents that can be used in your XLS

series engine. Power Master fuels are blended using only high-quality

nitromethane, methanol, Castor Oil and synthetic lubricants to provide

high power output, along with easy starting and unmatched lubricating

and heat dissipation qualities. For the lower nitro content necessary for

break-in and for normal use, too, use 15% 2-stroke blend. After break-in,

for extra performance, you can use up to 30% 2-stroke blend. For more

information about using 30% fuel, please refer to the Operating

Instructions.

Fuel Tank: Dubro 6oz. Fuel Tank (P/N 568469)

Dubro fuel tanks are a perfect match for your XLS series engine. This

size recommendation will give you about 15 minutes of run-time at full

throttle. Dubro fuel tanks are possibly the easiest fuel tanks to assemble

and maintain.

Glow Plug: Thunderbolt # 3 Glow Plug (P/N 115559)

The Thunderbolt # 3 glow plug is designed to be used in high-performance

engines using fuels containing 10% - 30% nitro content and in any

environment. It is a "hot" type of glow plug for easy starting, excellent

transition and incredible top end. The glow plug is also very durable and

able to withstand repeated use, day after day.

Propeller: APC 8 x 4 Propeller (P/N 608240)

We have found that XLS series engines run best using APC brand props.

They are designed to be very efcient and run quiet at high rpm’s, and

they are also durable. Use this size prop to break in your engine, then

change to the prop that best suits your application. Use the guide in the

Operating Instructions to help you nd the right size propeller.

Glow Starter: Magnum Glow Starter w/Meter (P/N 237438)

The Magnum glow starter is an excellent choice for heating the glow plug.

It uses a Sub-C NiCD, includes a meter to determine the quality of your

glow plug, and it also includes a charger to recharge the battery. It’s a

very economical product to purchase and can be used with any engine

that uses a glow plug.

Engine Mount: Dave Brown .15 Size Engine Mount (P/N 218119)

The Dave Brown engine mount is a glass-lled reinforced nylon mount
that mounts to a plywood rewall in the model. It is lightweight, strong

and easy to install.

QUICK-STARTING PROCEDURES

Engine Preparation

❑ 1) Mount the engine to the recommended engine mount. A wood beam

mount built into the airframe would also be sufcient.

❑ 2) Install the mufer onto the engine using the hardware provided.
The mufer cone can be rotated to better suit the installation in your
model. Be sure to tighten the nut securely to prevent the mufer cone

from loosening.

❑ 3) Install the propeller to the engine using the propeller nut and washer
provided. Tighten the nut securely using an adjustable wrench.

❑ 4) Connect the fuel lines from the fuel tank to the engine. The fuel
pick-up line should be connected to the fuel nipple on the carburetor
and the pressure line should be connected to the pressure nipple on

the mufer.

Engine Starting

❑ 1) Carefully turn the high speed needle valve in completely until it stops,
then turn the needle valve out 2-1/2 turns. This is the mixture setting for
initial starting. Do not readjust the low speed needle valve.

❑ 2) If hand starting, prime the engine by opening the throttle barrel

completely, placing your nger over the carburetor opening and ipping

the prop through compression 2 -3 times. If you will be using an electric
starter, do not prime the engine. The starter will turn the engine over fast
enough to draw fuel on its own.

❑ 3) Connect the glow starter to the glow plug. Open the carburetor barrel
to about 1/4 throttle and start the engine. If you are starting the engine

by hand, you will need to vigorously ip the prop several times before the

engine will start. Once the engine begins running, immediately turn the
high speed needle valve in about 1/4 turn to keep the engine running.

❑ 4) Advance the throttle to full while turning the high speed needle
valve in to keep the engine running. The engine should be producing a

very noticeable white exhaust from the mufer and sound like it is running

rough. Allow the engine to run only for about 5 minutes, then shut the
engine off.

❑ 5) Now that you have started your engine, it must be properly broken
in. Proper break-in will seat all of the moving parts, particularly the piston
and cylinder. This procedure takes about 20-30 minutes of run-time
and is highly recommended. An engine that is properly broken in will
produce more power, be more user-friendly and last much longer than an
engine that does not receive a break-in period. For this reason we highly
recommend following the break-in procedure detailed in the Operating
Instructions before you run the engine further.

XLS .15A AIRCRAFT ENGINE TROUBLESHOOTING GUIDE

This troubleshooting guide has been provided to help you diagnose and solve most problems that you may encounter with your XLS
series engine. Most problems encountered can be solved by carefully following the problem-cause-solution sections below. If you
cannot solve the problem using this troubleshooting guide, please feel free to contact us using the information below.

PROBLEM CAUSE SOLUTION

1) Engine does not start A) Failed glow plug A) Replace glow plug with new one

B) Glow starter not charged and/or faulty B) Fully charge glow starter and/or replace

C) Engine not being turned over fast enough C) Use an electric starter to start engine

D) Low speed needle valve set too lean D) Reset low speed needle valve to factory setting

E) Old or contaminated fuel E) Replace with new fuel

F) Engine ooded with too much fuel F) Remove glow plug and expel fuel from cylinder

G) Faulty fuel tank and/or stopper assembly G) Check and/or replace fuel tank assembly

H) Air leak in fuel system and/or engine H) Replace fuel lines and/or tighten all engine bolts

2) Engine does not draw fuel A) Air leak in fuel system and/or engine A) Replace fuel lines and/or tighten all engine bolts

B) High speed needle valve fully closed B) Reset high speed needle valve to factory setting

C) Low speed needle valve set too lean C) Reset low speed needle valve to factory setting

D) Fuel lines kinked D) Check and straighten fuel lines

E) Defective fuel tank E) Replace fuel tank

3) Engine vibrates excessively A) Propeller out of balance A) Balance propeller

B) Engine and/or engine mount loose B) Tighten engine mounting bolts

4) Engine does not transition A) Failed and/or wrong type glow plug A) Replace with new recommended glow plug

B) Old and/or wrong type fuel B) Replace with new recommended fuel

C) High speed needle valve set too rich C) Set high speed needle valve to leaner setting

D) Low speed needle valve set too lean D) Set low speed needle valve richer

E) Low speed needle valve set too rich E) Set low speed needle valve leaner

F) Air leak in fuel system and/or engine F) Replace fuel lines and/or tighten all engine bolts

G) Propeller too large G) Replace with one size smaller propeller

5) Throttle barrel does not A) Throttle servo linkage out of adjustment A) Adjust throttle linkage to close throttle barrel

close completely completely

6) Engine overheats A) Engine running too lean A) Richen high speed needle valve

B) Cowl too restrictive B) Open larger vents in cowling to allow air to exit

C) Wrong type of fuel used C) Use fuel with recommended oil content

D) Engine not fully broken in D) Allow engine further break-in time

7) Engine stops abruptly A) Engine running too lean A) Richen high speed needle valve

B) Piston and sleeve out of tolerances B) Return engine to Global Services

C) Engine Overheating C) See # 6 above

WARRANTY INFORMATION

All Magnum engines returned for warranty service must be within the warranty terms as stated on the warranty card provided with your engine. Do not return the engine

to the place of purchase. They are not authorized or equipped to perform warranty work on Magnum products. When requesting warranty service, please observe the

following guidelines:

●

Always send the complete engine including the carburetor and mufer. The engine must be removed from the model.

●

Include a note detailing the problem or service you are requesting. Service cannot be provided without this information. Include your daytime phone number in the event

we need more details pertaining to the service requested.

●

You may request an estimate of services at the time you return your engine for service. An omission of this request implies permission for the Magnum Service Center

to service your engine at our discretion.

●

Include a method of payment for any service charges. If not specied, the unit will be returned to you C.O.D.

●

Send the engine to us by United Parcel Service, Federal Express or by Insured Mail. Postage is not refundable. Send to:

Global Services

Phone [phone]

●

18480 Bandilier Circle ● Fountain Valley, CA 92708

●

Fax [phone] ● Email: [e-mail]

XLS .15A AIRCRAFT ENGINE EXPLODED PARTS VIEW

Replacement parts can be ordered directly
from your local Magnum Engine hobby retailer.
If your hobby retailer does not stock Magnum
engines, you can order direct from us.

Global Services
18480 Bandilier Circle
Fountain Valley, CA 92708

Phone: [phone]
Fax: [phone]
Email: [e-mail]

ORDER # REFERENCE # DESCRIPTION

280021 S15801 Carburetor Assembly - Complete

280098 S15601 Mufer Assembly - Complete

280111 15609 Mufer Gasket

280202 12228 Propeller Nut and Washer

280382 S15238 Drive Washer and Collet

280420 S15210 Crankshaft

280533 S15101X Crankcase

280615 S15102 Backplate

280714 15204XH Connecting Rod

280803 12213K Wrist Pin and Clip

280946 S15203 Piston and Sleeve Assembly

281033 S15103 Cylinder Head

281115 S15112 Cylinder Head Gasket (2)

281166 12862 High Speed Needle Valve Seat Assembly

281160 80841 Mufer Bolt Lock Washers (2) M3

281217 15111G Backplate Gasket

281314 S15813 Carburetor Barrel

281315 S15124 Carburetor Cinch Bolt and Nut

281316 15901 Bolt Set (Includes 281510 & 281602)

281404 12110 Rear Ball Bearing

281406 28109 Front Ball Bearing

ORDER # REFERENCE # DESCRIPTION

281510 12122 Cylinder Head Bolts (4) M2.5x12mm

281602 12126 Backplate Bolts (4) M2.5x6mm

281711 15616 Mufer Axial Bolt Set M3x83mm

281721 12120K Mufer Bolts (2) M3x25mm

281798 S15860 High Speed Needle Valve Assembly - Complete

281799 S15861 High Speed Needle Valve with O-Ring

281901 12833 Needle Valve Detent Spring

281903 12847 Needle Valve Seat Gasket

282002 12819 Fuel Nipple with Fiber Gasket

282004 12114 Fuel/Pressure Nipple

282102 12837G Rotor Bolt with Fiber Gasket

282130 46814A Carburetor Rotor Spring

282233 12812K Throttle Arm

282234 12811K Throttle Arm Retaining Nut

282313 S15810 Idle Needle Valve with O-Ring

282403 12816 Carburetor Base O-Ring

282412 40845 Idle Needle Valve O-Ring

282417 S15416 Gasket Set (Includes 281112 & 281217)

282450 12845 High Speed Needle Valve O-Ring

283024 S15863 Carburetor Body with Spray Bar

284206 12830 Needle Valve Seat

Revision 1 September 2006